AIR WARFARE

An International Enc yclopedia

A I R WA R F A R E
An International Enc yclopedia
volume one, A-L

v
edited by

Walter J. Boyne
A s s o c i at e E d i t o r s

Michael Fopp Fred Johnsen Stéphane Nicolaou George M.Watson Jr.

fore word by

Michael J. Dugan

Santa Barbara, California Denver, Colorado Oxford, England

Copyright 2002 by Walter J. Boyne All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, except for the inclusion of brief quotations in a review, without prior permission in writing from the publishers. Library of Congress Cataloging-in-Publication Data Air warfare: an international encyclopedia / edited by Walter J. Boyne ; foreword by Michael J. Dugan. p. cm. Includes bibliographical references and index. ISBN 1-57607-345-9 (hardcover : alk. paper) ISBN 1-57607-729-2 (e-book) 1.Aeronautics, Military—Encyclopedias. I. Boyne,Walter J., 1929– UG628.A73 2002 358.4'003—dc21 2002002251 07 06 05 04 03 02 10 9 8 7 6 5 4 3 2 1 This book is also available on the World Wide Web as an e-book.Visit abc-clio.com for details. ABC-CLIO, Inc. 130 Cremona Drive, P.O. Box 1911 Santa Barbara, California 93116-1911 This book is printed on acid-free paper. Manufactured in the United States of America

CONTENTS

Alphabetical List of Entries, vii Foreword, xix Preface, xxvii List of Maps, xxix List of Terms, Acronyms, and Abbreviations, xxxi

VOLUME 1: Entries A-L VOLUME 2: Entries M–Z

Selected Bibliography, 727 List of Contributors, 733 Index, 737

v

ALPHABETICAL LIST OF ENTRIES

Aces Acosta, Bertrand B. (1895–1954) Ader, Clement (1841–1925) Aerial Radio Navigation Aerial Refueling Aerial Torpedoes Aeritalia Aermacchi Aeroflot Aeronautica Nazionale Repubblicana (ANR) Aeronautical Research Establishments Afghanistan War (1978–1992) Agusta Aichi Aircraft Air America Air Commandos Air (Aerospace) Defense Command (ADC) Air Interdiction (AI) Air National Guard (ANG) Air Rescue Air Superiority Air Technical Intelligence Airborne Battlefield Command and Control Center (ABCCC) Airborne Early Warning (AEW) Airborne Laser Aircraft Armament Aircraft Carriers, Development of AirLand Battle Airlift Operations, U.S. Airlines, Service in Wartime by Airships Alam el Halfa, Battle of (1942) Albatros Aircraft Alenia
vii

Aleutian Islands Air War Algeria Alksnis, Yakov I. (1897–1940) ALLIED FORCE (1999) American Volunteer Group Amet-Khan, Sultan (1916–1971) An Loc, Battle of (1972) Anderson, Orvil “Arson” (1895–1965) Andrews, Frank Maxwell (1884–1943) Ansaldo Antimissile Defense Antisatellite Capability Antisubmarine Warfare (ASW) Antonov Aircraft ANVIL (1944) Anzio, Battle of (1944) Apollo Space Program Arado Ar 234 Blitz
ARC LIGHT

Argentine Aircraft Industry ARGUMENT (BIG WEEK, 1944) Armstrong, Neil A. (1930–) Armstrong Whitworth Aircraft Arnold, Henry H.“Hap” (1886–1950) Artillery Spotting Atlantic, Battle of the (1940–1945) Atomic Bomb Austria-Hungary Automobile Industry, Wartime Mobilization of Aviation and the Arts Aviation Medicine Avro 504 Avro Aircraft Avro Canada Aircraft (A.V. Roe Canada) Avro Lancaster

viii

Alphabetical List of Entries

Avro Vulcan AWPD/1 and AWPD/42
BABYLIFT (1975)

Bachem BP-20 (Ba 349) Natter Bader, Douglas R. S. (1910–1982) Baer, Heinz (1913–1957) Baikonur Cosmodrome Balbo, Italo (1896–1940) Baldwin, Stanley (1867–1947) Balikpapan The Balkans, Air Operations in (1941) The Balkans and Early Air Combat (1912–1913) Ballistic Missile Early Warning System (BMEWS) Balloons Bapaume, Battle of (1918) Baracca, Francesco (1888–1918)
BARBAROSSA

Barker, William George (1894–1930) Barkhorn, Gerhard (1919–1983) BAT 21 Bay of Pigs Invasion Beaverbrook, Lord (1879–1964) Béchereau, Louis (1880–1970) Beech Aircraft Bell AH-1 Cobra Bell Aircraft Bell OH-13 Sioux Bell P-39 Airacobra and P-63 Kingcobra Bell P-59A Airacomet Bell Tilt-Rotors Bell UH-1 Iroquois (“Huey”) Bell X-1 Beriev Aircraft Berlin Air Battles (1940–1945) Berlin Airlift Bien Hoa Air Base Bikini Atoll Tests Birkigt, Marc (1878–1953) Bishop, William (1894–1956) Bismarck, Air Operations Against the Bismarck Sea, Air Battle of (1943) Bissel, Clayton L. (1896–1973) Blackburn Aircraft Blériot Aircraft Blimps, Military Use of Blitzkrieg Blohm and Voss Aircraft Bock’s Car Boeing (McDonnell Douglas/Hughes) AH-64 Apache Boeing (North American Rockwell) B1-B Lancer

Boeing B-17 Flying Fortress Boeing B-29 Superfortress Boeing B-47 Stratojet Boeing B-52 Stratofortress Boeing (McDonnell Douglas) C-17 Globemaster III Boeing Aircraft Boeing (McDonnell Douglas) F-15 Eagle Boeing (McDonnell Douglas) F/A-18 Hornet Boeing (McDonnell Douglas) KC-10 Extender Boeing KC-135 Stratotanker Boeing-Vertol CH-47 Chinook Boelcke, Oswald (1891–1916) Bolling Mission BOLO (1967) Bong, Richard I. (1920–1945) Boulton Paul Aircraft Boyd, Albert (1906–1976) Boyington, Gregory “Pappy” (1912–1988) Braun, Wernher von (1912–1977) Brazil, Air Operations in World War II Brazilian Aircraft Industry Breda Aircraft Breguet Aircraft Bristol Aircraft (Early Years, World War I) Bristol Aircraft (Post–World War I) Bristol Beaufighter Bristol, Delbert L. (1918–1980) Britain, Battle of (1940) British Aerospace British Aerospace Harrier British Commonwealth Air Training Plan (BCATP) British Pacific Fleet Bulge, Battle of the (1944–1945) Bureau of Aircraft Production (BAP) Bureau of Naval Aeronautics (BNA) Burma Busemann, Adolf (1901–1986) Bush, George Herbert Walker (1924–) Cactus Air Force Cambodia Bombings Camm, Sydney (1893–1966) Canadian Air Force (Royal Canadian Air Force) Cant Aircraft Cape Canaveral Cape Engano, Battle of (1944) Caproni Aircraft (Early Years) Caproni Aircraft (Post–World War I) CASA Aircraft Casablanca Conference Cassino, Battle of (November 1943–June 1944)

Alphabetical List of Entries

ix

Caudron Aircraft (Early Years) Caudron Aircraft (Post–World War I) Cessna Aircraft Chadwick, Roy (1893–1947) Chamberlain, Neville (1869–1940) Channel Dash Chateau Thierry, Battle of (1918) Chennault, Claire L. (1890–1958) Cheshire, Geoffrey Leonard (1917–1992) Chinese Air Force and U.S. Aid Chinese-American Composite Wing Chinese Communist Air Force (People’s Liberation Army Air Force [PLAAF]) Chkalov, Valeri Pavlovich (1904–1938) Churchill, Winston S. (1874–1965) Civil Air Patrol (CAP, in World War II) Civil Aviation: Impact of Military Advances Civil Aviation: Impact on the Military Civil War (U.S.) and Use of Balloons Civil Wars Clark, Joseph J.“Jocko” (1893–1971) Clark, Mark W. (1896–1984) Clark, Wesley K. (1944–) Clay, Lucius D. (1897–1978) Close Air Support Cold War Cold War and Commercial Aviation College Eye Task Force (CETF) Colonial Wars Combat Cargo Command Combat Search and Rescue (CSAR) Combined Bomber Offensive Command of the Air (Giulio Douhet, 1921) COMMANDO HUNT (1968–1972) Commonwealth of Independent States (CIS) Coningham, Arthur “Mary” (1895–1948) Consolidated Aircraft Corporation (CONVAIR, Convair) Consolidated B-24 Liberator Consolidated B-36 Peacemaker Consolidated PBY Catalina Continental Air Command (CONAC) Convair B-58 Hustler Convair F-102 Delta Dagger and F-106 Delta Dart Coppens, Baron Willy (1892–1986) Coral Sea, Battle of the (1942) CORONA Spy Satellites (Discover) Counterinsurgency Operations Coventry Air Raids Crete, Battle of (1941) CROSSROADS (1946) CRUSADER (1941)

Cuban Missile Crisis Cunningham, Randall “Duke” (1941–) Curtiss Aircraft Curtiss Biplane Fighters Curtiss, Glenn Hammond (1878–1930) Curtiss JN-4 “Jenny” Curtiss P-40 Warhawk Curtiss-Wright Corporation Dargue, Herbert A. (1886–1941) Dassault, Marcel (1892–1986) Dassault Mirage III Dassault Mystère IVA Davis, Benjamin Oliver Jr. (1912–) De Havilland Aircraft (Early Years and World War I) De Havilland Aircraft (Post–World War I) De Havilland D.H. 98 Mosquito De Havilland Tiger Moth Defense Advanced Research Projects Agency (DARPA) Defense Support Program (DSP) and Missile Detection Defense Suppression DELIBERATE FORCE (1995) Deptula, David A. (1952–) DESERT FOX (1998) DESERT SHIELD (1990) DESERT STORM (1991) Dewoitine Aircraft Dien Bien Phu, Battle of (1954) Dieppe, Battle of (1942) Distant Early Warning (DEW) Doolittle, James H. (1896–1993) Dornier Aircraft Dornier Do 217 Douglas, William Sholto (1893–1970) Douglas A-4 Skyhawk Douglas A-20 Havoc Douglas A/B-26 Invader Douglas Aircraft Douglas C-47 Transport Douglas D-558 Douglas SBD Dauntless Douglas World Cruiser Dowding, Hugh C.T. (1882–1970) Dresden, Bombing of (1945) Dunkirk Eagle Squadrons Eaker, Ira C. (1896–1987) Eastern Solomons, Battle of the (1942) Ebro 33: Rescue Efforts Egyptian Air Force

x

Alphabetical List of Entries

Ejection Seats El Alamein, Air Battles of (1942) EL DORADO CANYON (1986) Electronic Warfare (EW) Ellyson, Theodore Gordon (1885–1928) Ely, Eugene (1886–1911)
ENDURING FREEDOM

Energy Maneuverability Engine Technology English Electric Aircraft English Electric Canberra English Electric Lightning Enlisted Pilots in U.S. Military Services Enola Gay Ethiopian War Eurofighter Typhoon Fairchild A-10 Thunderbolt II Fairchild Aircraft Fairchild C-82 Packet and C-119 Flying Boxcar Fairchild, Muir Stephen (1894–1950) Fairey Aircraft Fairey Swordfish Falaise-Argentan Pocket Falkland Islands War Far East Air Forces (FEAF) Farman Aircraft Farman Pushers Ferrets Fiat Field Manual 100-20 (U.S. Army) Fieseler Fi 156 Storch Fighter Air Corps, 64th (Soviet Air Force) Finletter Commission Finnish Air Force (Early Years) Finnish Air Force (in Russo-Finnish Wars) Finnish Air Force (Recent History) First Aero Squadron First Marine Air Wing Fleet Air Arm Fletcher, Frank Jack (1885–1973) Flight Refuelling Ltd. Flying Boats Focke-Wulf Aircraft Focke-Wulf Fw 190 Focke-Wulf Fw 200 Condor Fokker Aircraft (Early Years, World War I) Fokker Aircraft (Post–World War I) Folland, Henry Phillip (1889–1954) Fonck, René Paul (1894–1953) Football War

Ford Motor Company Ford, William Wallace (1898–1986) Foss, Joseph J. (1915–) Foulois, Benjamin D. (1879–1967) France, Battle for (1940) Franco, Francisco (1892–1975) FRANTIC (1944) Franz, Anselm (1900–1994) French Air Doctrine French Air Force French Aircraft Development and Production (World War I–Early World War II) French Aircraft Development and Production (World War II–Present) French Army Light Air Force French Missile Production and Development French Naval Air Force (Aéronavale) FREQUENT WIND (1975) Frontal Aviation Fuchida, Mitsuo (1903–1973) Gabreski, Francis S. (1919–2002) Gagarin, Yuri (1934–1968) Gallai, Mark (1914–1998) Galland, Adolf (1912–1996) Garros, Roland (1888–1918) Gasoline Gavin, James Maurice (1907–1990) Geisler, Hans-Ferdinand (1891–1966) Gemini Space Program Genda, A. Minoru (1904–1989) General Dynamics General Dynamics F-111 Aardvark George, Harold Lee (1893–1986) German Air Force (Luftwaffe, World War II) German Air Service (Luftstreitkräfte, World War I) German Aircraft Development and Production, Post–World War II German Imperial Naval Air Service (World War I) German Naval Airship Division German Rocket Development Germany and World War II Air Battles (1940–1945) Gibson, Guy P. (1918–1944) Gilbert Islands Global Navigation Satellite Systems (GNSS) Gloster Aircraft Gloster E.28/39 (G.40) Pioneer Gloster Meteor Gnôme/Gnôme-Rhône Rotary Engines Goddard, Robert H. (1882–1945) Goering, Hermann (1893–1946)

Alphabetical List of Entries

xi

Golovanov, Aleksandr (1904–1975) GOMORRAH (1943) Gotha Bombers Great Britain, Missile Development and Production in Greece Greek Air Force Greim, Robert Ritter von (1892–1945) Grizodubova, Valentina Stepanova (1910–1993) Groves, Leslie Richard (1896–1970) Grumman A-6E Intruder Grumman Aircraft Grumman Biplane Fighters Grumman EA-6B Prowler Grumman F-14 Tomcat Grumman F4F Wildcat Grumman F6F Hellcat Grumman F9F Panther/Cougar Grumman TBF/TBM Avenger Guadalcanal Guam, Battles of (1944) Guernica Guideline (SA-2) Surface-to-Air Missile Gulf of Tonkin Resolution Gulf War (1991) Gun Sights Gunships Gurevich, Mikhail I. (1892–1976) Guynemer, Georges (1894–1917) Haiphong Air Attacks Halberstädt Aircraft Halsey, William Frederick (1882–1959) Hamburg Bombing Campaign Handley Page Aircraft (Early Years/World War I) Handley Page Aircraft (Post–World War I) Handley Page Halifax Handley Page Victor Hannover Aircraft Hanoi Air Attacks Hansell, Haywood S., Jr. (1903–1988) Hanson, Robert M. (1920–1944) Harris, Arthur T. (1892–1984)) Hartmann, Erich (1922–1993) Hawker Aircraft Hawker Hunter Hawker Hurricane Hawker-Siddeley Aircraft Hawker Typhoon and Tempest Heinemann, Edward H. (1908–1991) Heinkel Aircraft Heinkel He 111 (1934–1945)

Helicopter Operations in the U.S. Army Helicopters Henschel Aircraft HERCULES (1942) Herrman, Hajo (1913–) Hess, Rudolph (1894–1987) Hiroshima Ho Chi Minh Trail Holloway, Bruce K. (1912–1999) Horikoshi, Jiro (1903–1982) Horner, Charles A. (1936–) Horten Flying Wings Howard, James Howell (1913–1995) Howze, Hamilton Hawkins (1908–1998) Hump Airlift Hunsaker, Jerome Clarke (1886–1984) HUSKY (1943) Hutton, Carl Irven (1907–1966) Ia Drang Valley, Battle of (1965) Ilya Muromets Ilyushin Aircraft Ilyushin Il-2 Shturmovik Imperial Russian Air Service Independent Bombing Force (World War I) Indian and Pakistani Airpower Indochina Inoue, Shigeyoshi (1889–1975) INSTANT THUNDER (1990) Iran Hostages Rescue Operation Iraqi Air Force Israel Aircraft Industries (IAI) Israeli Air Force Israeli-Arab Conflicts Italian Air Force (Post–World War II) Italian Aircraft Development Italian Campaign (1943–1945) Italo-Turkish War (1911–1912) Iwamoto, Tetsuzo (1916–1955) Iwo Jima Jabara, James (1923–1966) James, Daniel “Chappie” (1920–1978) Japan, Air Operations Against (1942–1945) Japanese Air Self-Defense Force (JASDF) Japanese Army Air Force, Imperial (JAAF) Japanese Naval Air Force, Imperial (JNAF) Jeschonnek, Hans (1899–1943) Johnson, Clarence L.“Kelly” (1910–1990) Johnson, Robert S. (1920–1998) Joint Strike Fighter (JSF)

xii

Alphabetical List of Entries

Jointness Jones, David C. (1921–) Junkers Aircraft Junkers Ju 52/3m, Ju 87 Stuka, and Ju 88 Kaman Aircraft Kamikaze Attacks Kammhuber, Josef (1896–1986) Kamov Helicopters Kármán, Theodore von (1881–1963) Kartveli, Alexander (1896–1974) Kawanishi Aircraft Kawasaki Aircraft Kearby, Neel (1911–1944) Kenney, George (1889–1997) Kesselring, Albert (1885–1960) Khalkin Gol Air Battles (1939) Khe Sanh Khomyakova, Valeriya (1914–1942) Khryukin, Timofei T. (1910–1953) Kindelberger, James H.“Dutch” (1895–1962) King, Ernest Joseph (1878–1956) Kites Kittinger, Joseph W., Jr.(1928–) Koldunov, Aleksandr (1923–1992) Koller, Karl (1898–1951) Korean War Korolyov, Sergei (1907–1966) Korten, Guenther (1898–1944)
KOSMOS

Link Trainer Lippisch, Alexander Martin (1894–1976) Litvyak, Lidya (1921–1943) Locarno Conference Lockheed Aircraft Lockheed F-104 Starfighter Lockheed Hudson Lockheed Martin Aircraft Lockheed Martin C-130 Hercules Lockheed Martin C-5 Galaxy Lockheed Martin F-117 Nighthawk Lockheed Martin F-16 Fighting Falcon Lockheed Martin F-22 Raptor Lockheed P-38 Lightning Lockheed P/F-80 Shooting Star Lockheed SR-71 Blackbird Lockheed T-33 Lockheed U-2 Dragon Lady Loehr, Alexander (1885–1947) Logistics London Naval Agreement (1930)
LOOKING GLASS

Lovett, Robert A. (1895–1986) Ludendorff, Erich (1865–1937) Luetzow, Guenther (1912–1945) Lufbery, Gervais Raoul (1885–1918) Luke, Frank Jr. (1897–1918) MacArthur, Douglas (1880–1964) Macchi Aircraft (Aermacchi) MacDonald, Charles H. (1915–) Mach, Ernst (1838–1916) Magic Magnetic Anomaly Detection Malaya, Battles of (1941–1942) Malta, Siege of Manned Orbiting Laboratory (MOL) Mannock, Edward (1887–1918) Mao Tse-tung (1893–1976) Mareth Line, Battles of the (1943) Marinelli, Jack L. (1917–1982) MARKET-GARDEN (1944) Marseille, Hans-Joachim (1919–1942) Marshall Islands (1943–1944) Martin Aircraft Martin B-10/B-12 Bomber Martin B-26 Marauder Martin-Baker Aircraft Martini, Wolfgang (1891–1963) Massive Retaliation Mayaguez Incident

Kozakov, Aleksandr (1889–1919) Kozhedub, Ivan (1920–1991) Kreipe, Werner (1905–1967) Kuban Air Battles Kursk, Battle of (1943) Kutakhov, Pavel (1914–1984) Lafayette Escadrille/Flying Corps Langley, USS Laos Lavochkin Aircraft Leahy, William D. (1875–1959) Leigh-Mallory, Trafford (1892–1944) LeMay, Curtis Emerson (1906–1990) Lend-Lease Aircraft Lewandowska (Dowbór-Musnicka), Janina (1908–1940) Leyte Gulf, Battle of (1944) Liberty Engine Liberty, USS LINEBACKER (1972) LINEBACKER II (1972)

Alphabetical List of Entries

xiii

McCain, John S. (1884–1945) McCampbell, David S. (1910–1996) McConnell, Joseph C. (1922–1954) McDonnell Aircraft McDonnell Douglas Aircraft McDonnell F-4 Phantom II McGuire, Thomas B., Jr. (1920–1945) Mediterranean Theater of Operations (World War II) Menoher, Charles Thomas (1862–1930) Mercedes Engines Mercury Space Program Messerschmitt, Willy (1898–1978) Messerschmitt Bf 109 Messerschmitt Me 163 Komet Messerschmitt Me 262 Meyer, John C. (1919–1975) Midway, Battle of (1942) MiG Alley Mikoyan, Artem I. (1905–1970) Mikoyan-Gurevich (MiG) Aircraft Mikoyan-Gurevich MiG-17 Mikoyan-Gurevich MiG-21 Mikoyan-Gurevich MiG-29 Mil Aircraft Milch, Erhard (1892–1972) Miles Aircraft Missiles, Air-to-Air and Surface-to-Surface Missiles, Intercontinental Ballistic (ICBMs) Missiles, Intermediate-Range Ballistic (IRBMs) Missiles, Surface-to-Air (SAMs) Mitchell, Reginald J. (1895–1937) Mitchell, William “Billy” (1879–1936) Mitscher, Marc Andrew (1887–1947) Mitsubishi A6M Reisen (“Zero”) Mitsubishi Aircraft Mitsubishi G4M (“Betty”) Moelders, Werner (1913–1941) Moffett, William Adger (1869–1933) Morane-Saulnier 406 Morane-Saulnier Aircraft Mu Gia Pass Muencheberg, Joachim (1918–1943) Multiple Independently Targetable Reentry Vehicle (MIRV) Mussolini, Benito (1883–1945) Mutual Assured Destruction Nagasaki Nagumo, Chuichi (1886–1944) Nakajima Aircraft National Advisory Committee for Aeronautics (NACA)

National Aeronautics and Space Administration (NASA) National Emergency Airborne Command Post (NEACP) National Security Act of 1947 National Security Council (NSC) Naval Aircraft Factory (NAF) NAVSTAR Global Positioning System Nesterov, Pyotr (1887–1914) Netherlands East Indies (1942) Neuve Chapelle, Battle of (1915) Nguyen Cao Ky (1930–) NICKEL GRASS (1973) Nieuport Aircraft Nieuport-Delage NiD-29 Night Witches (46th Guards Night Bomber Regiment) Nimitz, Chester William (1885–1966) Nishizawa, Hiroyoshi (1920–1944) Nonlethal Weapons Normandie-Niemen Squadron Normandy, Task Force Norstad, Lauris (1907–1988) North African Campaign North American Aerospace Defense Command (NORAD) North American Aviation North American B-25 Mitchell North American B-45 Tornado North American B-70 Valkyrie North American F-86 Sabre North American OV-10 Bronco North American P-51 Mustang North American T-6 Texan North American X-15 North Atlantic Treaty Organization (NATO) Northrop Aircraft Northrop Flying Wings Northrop Grumman B-2 Spirit Northrop T-38 Talon, F-5 Freedom Fighter, and Tiger II Norwegian Air Campaign (1940) Novikov, Aleksandr Aleksandrovich (1900–1976) Nowotny, Walter (1920–1944) O’Grady, Scott Ohain, Hans Joachim Pabst von (1911–1998) O’Hare, Edward H. (1914–1943) Okinawa Olympic Arena/Guardian Challenge Onishi, Takijiro (1891–1945) Osirak Nuclear Reactor Ozawa, Jisaburo (1886–1966)

xiv

Alphabetical List of Entries

Pacific Air Forces Pakistan Air Force Palau, Battle of (1944) Palomares Nuclear Incident Panama Invasion (1989) Panavia Tornado Panay, USS Pantelleria Pape, Robert A. (1960–) Parachutes Paris Air Agreement Park, Keith Rodney (1892–1975) Patrick, Mason Mathews (1863–1942) Patterson, Robert Porter (1891–1952) Pattle, Marmaduke Thomas St. John (1914–1941) Pave Nail Pearl Harbor PEDESTAL (1942) Peenemünde Peltz, Dietrich (1914–) Pepelyaev, Evgenii Georgievich (1918–) Pershing, John Joseph (1860–1948) Peru-Ecuador Boundary Conflict Petersen, Frank E. (1932–) Petlyakov Aircraft Pfalz Aircraft Philippines (1941, 1944) Piaggio Aircraft Piasecki Helicopters Pilatus Piper Aircraft Platz, Reinhold (1886–1996) Ploesti Oil Refineries POINTBLANK (1942–1945) Pokryshkin, Aleksandr (1913–1985) Poland, Aircraft Development and Production Polikarpov, Nikolai N. (1892–1944) Polish Air Force Polish Auxiliary Women’s Air Force Service (1943–1945) and [British] Air Transport Auxiliary (1941–1945) Portal, Charles (1893–1971) Porte, John C. (1884–1919) Potez 25 Potez 63 Potez Aircraft Powers, Francis Gary (1929–1977) Precision-Guided Munitions Preddy, George E., Jr. (1919–1944) Presidential Aircraft Pressurized Cabins and Cockpits Prisoners of War

Propellers Pueblo, USS PZL Aircraft (Panstwowe Zaklady Lotnicze) Quesada, Elwood R. (1904–1993) Question Mark Rabaul Radar and How It Works Radar, and the Battle of Britain Rall, Guenther (1918–) Raskova (Malinina), Marina Mikhaylovna (1912–1943) Ravens (1966–1974) Read, Albert C.(1887–1967) Reber, Samuel (1864–1933) Reeves, Joseph M. (1872–1948) Regia Aeronautica (Pre–World War II) Regia Aeronautica (World War II) Reitsch, Hanna (1912–1979) Republic Aircraft Republic F-105 Thunderchief Republic F-84 Thunderjet, Thunderstreak, and Thunderflash Republic P-47 Thunderbolt Request for Data R-40C: The XP-54, XP-55, and XP-56 Fighter Programs Research Aircraft Richthofen, Manfred von (1892–1918) Richthofen, Wolfram Freiherr von (1895–1945) Rickenbacker, Edward Vernon (1890–1973) Ridgway, Matthew Bunker (1895–1993) Risner, Robinson (1925–) Ritchie, Richard S.“Steve” (1942–) Rocket Research in Germany (World War II) Rockwell International ROLLING THUNDER (1965–1968) Rosendahl, Charles E. (1892–1977) Royal Aircraft Factory Royal Australian Air Force (RAAF) Royal Bulgarian Air Force Royal Flying Corps (RFC)/Royal Naval Air Service (RNAS)/ Royal Air Force (RAF) Royal Norwegian Air Force (RNAF) Royal Thai Air Force (RTAF) Royal Yugoslav Air Force (RYAF) Rudel, Hans-Ulrich (1916–1982) Rudenko, S. I. (1904–1990) Ruhr Bombing Campaign Rumpler Aircraft Russian Air Force (Post-Soviet) Ryan Aircraft

Alphabetical List of Entries

xv

Saab Aircraft Saab J-29 Tunnan Saab J-35 Draken Saab J-37 Viggen Saab JAS-39 Gripen Safonov, Boris (1915–1942) SAGE (Semiautomated Ground Environment) Defense System Saint Mihiel, Battle of (1918) Saint-Exupéry, Antoine de (1900–1944) Sakai, Saburo (1916–2000) Salerno, Battle of (1943) Salmond, John M. (1881–1968) Salmson Aircraft Salyut Samson, Charles R. (1883–1931) Santa Cruz, Battle of (1942) Saro Aircraft Satellite Command and Control Satellites Schmid, Josef (1901–1956) Schnaufer, Heinz-Wolfgang (1922–1950) Schriever, Bernard A.“Bennie” (1910–) Schütte, Johann (1873–1940) Schwarzkopf, H. Norman (1934–) Schweinfurt-Regensburg Raids SENTRY (Samos) Reconnaissance System Seversky, Alexander P. de (1894–1974) Seversky Aircraft Shenyang J-6 and J-8 Short Aircraft (Early Years and World War I) Short Aircraft (Post–World War I) Short Stirling Short Sunderland Short, Michael C. (1944–) SIAI Marchetti Signals Intelligence (SIGINT) Sikorsky, Igor I. (1889–1972) Sikorsky S-55/H-19 Chickasaw Sikorsky S-61R/CH-3/HH-3 (“Jolly Green Giant”) Sikorsky S-64 Skycrane/CH-54 Tarhe Sikorsky S-65/CH-53 Sea Stallion Sikorsky S-70 Sikorsky UH-60 Black Hawk Single Integrated Operation Plan (SIOP) Six Day War Slessor, John C. (1897–) Smushkevich, Yakov “General Douglas” (1902–1941) SNCASO 4050 Vautour Sokolovsky, Vasily Danilovich (1897–1968) Somalia

Somerville, James F. (1882–1949) Somme, Battle of the (1916) Sopwith Aircraft Sopwith, Thomas O. M. (1888–1989) Sosnowska-Karpik, Irena (1922–1990) South Atlantic/Trans-Africa Air Route Southeast Asia Air War (1965–1972) Soviet Air Force Soviet Aircraft Development and Production Soviet Volunteer Pilots Soviet Women Pilots Soviet Women’s Combat Wings (1942–1945) Soyuz Space Vehicle Spaatz, Carl Andrew (1891–1974) Space Shuttle, and Military Use Space Stations SPAD Aircraft Spanish Air Force Spanish Civil War Special Operations Speer, Albert (1905–1981) Sperrle, Hugo (1885–1953) Spruance, Raymond A. (1886–1969) Sputnik Squier, George Owen (1865–1934) Stalingrad, Battle of (1942–1943) Stapp, John Paul (1910–1999) Stearman Aircraft STEEL TIGER (1965–1968) Steinhoff, Johannes (1913–1994) STRANGLE (1951) Strategic Air Command Strategic Arms Limitation Treaty (SALT) Strategic Arms Reduction Talks (START) Strategic Bombing Strategic Defense Initiative (SDI,“Star Wars”) Strategic Triad Concept Student, Kurt (1890–1978) Stumpff, Hans-Juergen (1889–1968) SUD Aviation Sueter, Murray (1872–1960) Suez Crisis Sugita, Shoichi (1924–1945) Sukhoi Aircraft Sukhoi Su-24 Sukhoi Su-27 Supermarine Aircraft Supermarine Spitfire Suprun, Stepan (1907–1941) Sutyagin, Nikolai (1923–1986) Swedish Air Force

xvi

Alphabetical List of Entries

Swiss Air Force Swiss Aircraft Industry Syrian Air Force Systems Management TACAMO Tactical Air Command (TAC) Tactical Air Warfare Tank, Kurt (1898–1983) Taran (Ramming) Taranto Air Attack (1940) Tarawa, Battle of (1943) Task Force 38/58 Task Force 77 Taylor, Maxwell Davenport (1901–1987) Tedder, Arthur W. (1890–1967) Tereshkova, Valentina (1937–) Terror-Bombing Terrorism Thomsen, Hermann von der Lieth (1867–1942) Tibbets, Paul W. (1915–) Tokugawa, Yoshitoshi (1882–1963) Tokyo Air Raids Top Gun TORCH (1942) Towers, John H. (1885–1955) Trenchard, Hugh (1873–1956) Truman, Harry S. TsAGI Tsiolkovsky, Konstantin Eduardovich (1857–1935) Tunner, William H. (1906–1983) Tupolev Aircraft Tuskegee Airmen Twining, Nathan F. (1897–1983) Udet, Ernst (1896–1941) Ugaki, Matome (1890–1945) Ultra United Aircraft United States Air Force: Organizational History United States Air Forces in Europe (USAFE) United States Army Air Corps (USAAC) United States Army Air Forces United States Army Air Service United States Army Signal Corps United States Navy Unmanned Aerial Vehicles U.S. Air Corps Tactical School (ACTS) U.S. Air Force Academy U.S. Air Force Doctrine

U.S. Aircraft Development and Production (World War I) U.S. Army Aviation: Operations U.S. Army Aviation: Origins U.S. Coast Guard Aviation U.S. Marine Corps Aviation U.S. Navy, Chief of Naval Operations (CNO) U.S. Navy, Office of the Secretary U.S. Postal Air Mail Service U.S. Strategic Bombing Survey (SBS) V-1 Missile and V-2 Rocket Valencia, Eugene A. (1921–) Vandenberg, Hoyt S. (1899–1954) Vang Pao (1929–) VARSITY (1945) V-Bombers Verdun, Battle of (1916) Versailles Treaty Vertol (Piasecki) H-21 Verville, Alfred (1890–1970) Vian, Philip L. (1894–1968) Vichy French Air Force Vickers Aircraft Vickers Valiant Vietnam War Vietnamese Air Force (North) Vietnamese Air Force (South) Vimy Ridge, Battle of (1917) Vo Nguyen Giap (1912–) Voisin Aircraft Voskhod Voss, Werner (1897–1917) Vostok Vought A-7 Corsair II Vought Aircraft Vought F4U Corsair Vought F-8 Crusader Vought VE-7 Wake Island, Battles of (1941–1945) Warden, John A. III (1943–) Warning Systems Warsaw Pact Aviation Washington Naval Conference Weapons System Welch, Larry D. (1934–) Wells, Edward C. (1910–1986) Wells, Herbert George (1866–1946) Westland Lynx

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Westland Lysander Wever, Walter (1887–1936) Weyland, Otto P.“Opie” White, Thomas Dresser (1901–1965) Whittle, Frank (1907–1996) Wild Weasel Williams, Robert R. (1918–) Wind Tunnels Winter War (1939–1940) Women Airforce Service Pilots Women in Air Combat Women in the Air Force (WAF) Women in the Aircraft Industry (World War II) Women’s Auxiliary Air Force Women’s Auxiliary Ferrying Squadron Worden, Hector (1885–1916)

World War I Aviation World War II Aviation World War II Conferences Wright, Orville (1871–1948) Wright, Wilbur (1867–1912) Wright-Patterson Air Force Base Yakovlev, Aleksandr S. (1906–1989) Yamaguchi, Tamon (1892–1942) Yamamoto, Isoroku (1884–1943) Yeager, Charles E. (1923–) Yom Kippur War (October War) Y-Service Zeppelin, Ferdinand Von (1838–1917) Zero-Length Launcher Zuckert, Eugene M. (1911–2000)

FOREWORD

A first in the field of military studies, Air Warfare: An International Encyclopedia is a wealth of information—a comprehensive source of names and places, planes and aces, designers and builders. But more than anything it is a record of ideas, developed and brought to fruition over the past century, relating to the conduct of warfare in the third dimension. The men and women, the thinkers and visionaries, the planners and executers of air warfare had new and different ideas about the use of the air—and space—for the prosecution of war and the preservation of peace. This foreword is meant to unify the sweeping and diverging elements that follow. Most of the writings about air warfare focus on its very visible characteristics—air vehicles and propulsion systems, the victories achieved, the losses suffered, the tons delivered, the damage inflicted—intended and unintended. Vehicles for air warfare command a wide-ranging mix of such “visibles”: materials, design, controls, power plants. And though there has been great diffusion of engineering knowledge across national boundaries, these elements were, and are, largely pursued independently by nations that had the resources to do so. Few nations have successfully fielded effective air forces, yet there is a significant display of visibles that nations throughout history have fielded. The two volumes that make up this ground-breaking publication capture in great detail those visible characteristics and the men and women who dreamed, developed, and deployed them. Beyond this visible content—and arguably more important to the development of air warfare—are the largely invisible elements that provided the conceptual and analytical basis for designing, funding, producing, deploying, and employing air forces and the logistical framework so necessary for effective use. Air warfare is fundamentally about new ideas and the rexix

sulting new weapons and concepts for their employment; it is not, primarily, about airplanes and pilots; it is not about the platforms from which new weapons are employed. Those elements are the visibles that are the easy to observe and to write about. The unseen and the unreported are much more central to the essence of air warfare and its achievements. The ideas that stimulated and supported war in the third dimension envisioned, and still envision, a changing conflict environment in which air forces would take the fight directly to the political source of an enemy’s strength, avoiding the deadly contest at the front. For centuries nations have fought their enemies at the front—from the periphery to the rear—toward some high-priority physical objective, the destruction or threatened destruction of which would cause the enemy to sue for peace. Airmen had a different idea; they sought to take mortal combat directly to the high-priority objectives—so-called centers of gravity—bypassing the time-honored sacrifice of young men, sometimes by the thousands, at the front. This new notion of war, this new thinking, has received mixed reviews. From questions about its morality—as if killing 50,000 friendly ground forces at the front on separate occasions within a 25-year period did not raise questions of morality for the USA—to questions about its effectiveness, air warfare has generated almost as many detractors as it has supporters. The ensuing intellectual and political debate generated widely divergent views on both sides. The debate has sharpened the critical analysis of air operations far beyond the review and analysis of other areas of warfare, and from that crucible of debate has sprung more pertinent ideas, more compelling concepts, more useful weapons. The introduction of the intercontinental ballistic missile, the ubiquitous employment of space-based capabilities supporting surface and air warfare, the migration and diffusion of reconnaissance from horseback to airplane to spacecraft

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and, now, to unmanned aerial vehicles demonstrate the capacity of an idea-based movement to adapt to new circumstances—not just new technology, not just piloted vehicles, but to the ideas that drive innovation. The new ideas associated with air warfare are either revolutionary or conventional depending on one’s viewpoint of war as an instrument of national policy. A viewpoint suggesting more revolutionary ideas holds that air warfare changes everything but policy: New means of warfare require new military doctrines and new relationships among the armed forces of a nation; new air warfare capabilities require different planning efforts to maximize the political utility and military power of the evolving force, including air, land, and sea elements; new capabilities afford new concepts of operations and, potentially, less predictable approaches to dealing with enemy forces; incrementalism does not suffice. A viewpoint suggesting that ideas relating to air warfare are more conventional holds that little changes: Human nature has not changed over the millennia; therefore, the causes of, and the events in, war will be familiar; the functions of the armed forces do not change; relationships among combatants may evolve for lots of reasons, but not as the result of any passing technological phenomenon in the third dimension; change in military affairs is continuous, slow, and incremental. The 1970 pamphlet “Men, Machines, and Modern Times,” written by the distinguished naval historian Samuel Eliot Morison, captures the difficulty in acknowledging value and effecting change in traditional military societies (and in the traditional steel and rail industries as well) some 150 years ago.Accepting the advent of the unknowns of steam over the knowns of wind and sail; accepting rifling in the field and deck pieces for armies and navies; accepting breach loaders—each dastardly, revolutionary ideas that were fought hard and for all the wrong reasons. The introduction of breach-loading weapons merits some elaboration: President Lincoln, attempting to recruit and deploy sufficient forces for the Civil War, was effectively opposed, even neutralized, by the insistence of the Union Army’s Colonel of Ordnance that federal troops be equipped with muzzle loaders designed a half-century earlier. There are various estimates of the cost of the delay in adapting to the changed circumstances; the patented Colt could, and eventually did, multiply the effectiveness of each soldier so equipped by a factor of two or three. Lincoln’s recruiting efforts and the eventual cost of the war were extended by the rejection of change. Adapting to change is a painful exercise for military forces. The burden of history and tradition—and especially of success—is one of the major reasons. In some 5,000 years of recorded history it appears that

man has fought in organized formations on the ground virtually every year (and the same at sea for almost 3,500 years). In the long view of history, air warfare is but a footnote to the vast compendia of battles and heroes of war on land and at sea. Yet the vector of accomplishment demonstrated by air forces in the past 100 years has commanded broad attention and high expectations. In particular, those on the receiving end—on land and at sea—of aerial attack have expressed their respect for the power and impact— physical and psychological—of this still new element of warfare. Such respect is not universal. There is great tension among the leadership of various service elements in virtually every country over the attention and the approbation paid by the public to the illusion, the promise, and the results of air warfare. This attention is reflected in national debates, policy decisions, and their consequent impact on force structures and operations. The tension manifests itself in many ways and applies well beyond the competition for resources among those who fight in the air, on the ground, and at sea. Most air forces are subordinate organizational elements of their nations’ armies, and the leadership of the army determines, in large measure, the political, doctrinal, and operational environment in which the its force exists. For example, in China the People’s Liberation Army Air Force (PLAAF) is an integral arm of the Peoples’ Liberation Army. It is not in any way a separate air force, and neither is it an equal player when decisions are made about force development, force structure, and force employment. The purpose of an air force in such an environment is to maximize the contributions of ground combat operations toward achieving the nation’s military objectives. The organizational, deployment, and employment concepts of the PLAAF are much more closely aligned with ideas of Alexander, Caesar, and Napoleon than with those of Douhet, Trenchard, and Doolittle. Consequently, the research and development, the training, the standards, the norms, and the operations of the PLAAF are derived from the warfighting needs of the ground forces. Such historical development and the continuing imperatives of traditional ground warfare have limited, in many regards, the potential of air forces to fully exploit the different capabilities inherent in air operations. These limits are not solely military. In most nations military tradition is embodied in its army. In those few nations with a civil and military seafaring history, the navy may get equal opportunity; nevertheless, for purposes of military involvement in international affairs, for internal security considerations, and in many cases for various internal police powers, the army is the political force of choice when the

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head of government is seeking a new chief of defense staff (or, in the United States, a new Chairman of the Joint Chiefs of Staff). This selection further limits the breadth of military advice that governments can bring to bear on defense and military issues. An additional limiting factor has to do with the insight and advice that political leaders can, and do, get from defense intellectuals. Political scientists and classically trained historians understand from their research that war is fought on the ground and on the sea; libraries are full of volumes by men—made famous by their own military exploits and by the work of scholars—who have written in great detail of the formations and the armaments, of the marches and the maneuvers, of the decisions that created victories and defeats. The history of ground and naval warfare is recorded in handsome drawings, outlining the progress of friendly and opposing forces in painstaking detail, including precise time lines, none of which reflect the chaos of real battle. Carefully drawn maps and charts with red lines and blue lines, depicting the positions and the timing that the various forces executed an envelopment or “crossed the T,” capture for eternity the tactical analysis and the strategic decisionmaking of the victorious generals and admirals and the triumphs of their forces. Detailed analysis of war from the loser’s perspective is rare, and war from an airman’s perspective is rarer yet. Airmen typically do not write, and firsthand reports of battles fought from the air are almost nonexistent and becoming more so. The “first draft of history” is the label that news reporters, particularly in time of war, like to assign to the results of their daily work; they pride themselves in firsthand observation and carefully crafted reports thereof. Churchill made an early name for himself reporting on the Boer War. Today’s journalists do the same tasks with somewhat faster transmission of their stories. Even Churchill, careful observer that he was, would have great difficulty covering today’s aerial operations—few combatants, small cockpits, no space for observers, hundreds of miles deep in enemy territory, closing speeds of 500–1,500–15,000 miles per hour, unseen electronic combat, stealthy participants on both sides—and submitting gripping copy. All of this captures how aerial warfare is differentiated by outside observers from warfare on the ground and at sea: Only the effects of air operations are observable, measurable, and reportable. For ground and sea operations, reporters can see, touch, and feel; the activity is the story—the forced march, the thunder of shelling, the smell of cordite, the afteraction interview, the personal sense of fear and camaraderie with the engaged troops. For air operations reporters, in large measure, can report only on results. There are more re-

ports by far of the preparation of the aircraft and weapons, the launching and the recovery of missions from aircraft carriers, than of the conduct of combat operations by naval aviators and their formations. For the news industry the story is about “how the game is played.” Who won is of some interest, but the preferred story is one that follows the ball play-by-play, that fills airtime and column inches, that captures the feelings of the wounded sergeant, that permits the reporter to do the “standup shot” in front of the burning hulk. The preferred story covers individual bravery and unit actions with evident risk-taking and on-scene heroes. How the game is played by modern air forces is unseen, untold, and unreported, and consequently history books will continue to accumulate a disproportionate amount of data and analysis on ground warfare. Some are very good; other works, for example, Certain Victory: The U.S. Army in the Gulf War, by (Major General) Robert H. Scales Jr., will unfortunately fill libraries and scholars with seriously flawed data. Certain Victory is a pompous, self-congratulatory dream about the Gulf War of 1990–1991; it is a press-agent approach to scholarly writing about war, and unfortunately policy analysts will continue to cite it. For several reasons the person on the street is interested in results; he has sons and daughters, nieces and nephews; he is interested in peace and prosperity, not glory and laurels. If unseen and unreported air operations can secure his interests, he is not confused by the perspective of intellectuals in the media and elsewhere. In the United States the most widely attended outdoor attractions are air shows; Americans are captivated by airplanes, aviation, and aviators. It is probably not an accident that the first man to fly was an American; the first to cross the Atlantic solo was an American; the first to fly supersonic was an American; the first to walk on the moon was an American. Americans have been, and are, fascinated by air and space accomplishments and reflect this fascination in their political and financial support of advancing air and space developments. A consequence of this fascination is high expectations of air operations, air forces, and air commanders. The political and public fallout of an air incident are far more widely reported, investigated, and acted on than a similar event in any other medium. These considerations apply to military forces. For example, the terrorist attack on the USS Cole in the port of Aden,Yemen, in 1998 resulted in the deaths of 18 sailors, a naval court of inquiry into the performance of the ship’s captain, and a determination of no formal administrative or judicial action; a terrorist attack on Khobar Towers in Dhahran, Saudi Arabia, in June 1996 resulted in the deaths of 18 airmen, an investigation by a politically appointed outsider, and public humiliation for the air commander; an ill-

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conceived operation in Somalia, a U.S. initiative, resulted in the deaths of 19 soldiers and has yet to be investigated. Expectations are higher; the standards are different for airmen. Higher expectations are also reflected in the treatment of results, intended and unintended. Air operations are no doubt a blunt instrument of national policy; they deal with weapons in tons; they have a history, brief as it is, of scattering those tons approximately 1,000 feet, more or less, around (World War II–era) aiming points. Even today, with much more precise technology and techniques, it is not unusual to hear of unintended or “collateral” damage from air-delivered weapons. It is highly unusual, however, to hear of collateral damage from friendly sea and ground operations. Villages, towns, and cities overrun by mechanized infantry or armored divisions seldom generate complaints of collateral damage; weeks, months, or years later, when the displaced persons finally return to their homes, they are more interested in rebuilding—and news reporters have found fresher stories. The prevalence of TV cameras, the depth of air operations in enemy territory, and the utility for enemy information warfare (propaganda) purposes make collateral damage stories the preferred option for depicting air warfare. Selected physical damage, vivid images of “innocent civilians,” and anguished interviews by survivors make air warfare appear dysfunctional to the political solution of the problem at hand. Ground and surface naval forces are highly unlikely to damage or destroy the embassy of a great power; air warfare bears a special burden. The reality is, in all areas of warfare, death, dismemberment, damage, and destruction—intended and unintended—are the essence of combat operations; the more successful a nation is in limiting unintended results, the more egregious the remaining examples will seem. As for intended results, because there are no moving lines on the ground and there are no easily observed and measured symbols of “advance,” air operations may appear ineffective until a political collapse occurs, until the enemy forgoes military (for diplomatic) action. The few examples where air forces were permitted to take a leading role—the Berlin Airlift, the LINEBACKER operations, the Falklands campaign, the Gulf War, Kosovo—have resulted in prompt and effective operations with a minimum cost in blood and treasure. Four fundamental assumptions were held by the early visionaries of air warfare and are held by today’s day-to-day operational air commanders in every theater of operations. Air forces will be able to: identify, find, hit, and destroy highpriority objectives. These assumptions were, and are, sometimes valid. Not until the last twenty years of the twentieth century did the technical tools and the operational techniques start

to become widely available to give high confidence that virtually all delivery vehicles would routinely solve the navigation problem and find the assigned objective. The introduction of inertial navigation equipment and the Global Positioning System gives those nations that have the means to install and train with this equipment virtual assurance that missions will arrive in the assigned objective area. The next issue—hitting the assigned target or target area, using the correct coordinates, and placing the aiming device on the correct physical entity—is not trivial. Although there have been great technical advancements in precision-guided weapon development, there are natural and enemy-created impediments. Weather affects all military and naval operations, and even the latest weapons and guidance systems are not immune from these effects. Enemy-created effects are broader: active and passive defenses, concealment, deception, camouflage, movement—all serve to complicate the end-game difficulty of dealing with an assigned objective. Nevertheless, the probability of hitting, photographing, or resupplying the assigned objective is a high-probability event today for appropriately prepared forces. The issue of sufficient damage or destruction, given that the objective is struck, is an enduring challenge. Matching the most appropriate weapon to the characteristics of the target is an art; doing so while minimizing collateral damage is a fine art. Hardening fixed facilities and replicating the critical components of high-value potential targets will make damage and destruction continuing issues; a bigger hammer is not necessarily the answer; the answer in many cases is a vulnerability analysis and selection of the key node. This is part of the enduring intellectual problem of warfare, to which we turn next. To identify the most appropriate objective, or the most appropriate element embedded within a target area, is the major continuing challenge of air warfare. Choosing the most appropriate objectives, prioritizing across a broad area of operations, and identifying the most critical enemy function or functions that can, individually or in conjunction with a coherent campaign plan, best achieve the nations war aims in the quickest and most economical manner are the problem for air-war planning. The difficulty of allocating scarce resources against the most appropriate military objective in an active enemy system is the most demanding intellectual problem faced by war planners. All of the competitive issues seen in modern business and athletic competition are brought to bear—with the added complexity of the sure knowledge that the opponent, at best, is doing everything in its power to kill each friendly competitor and, at worst, to destroy the armed forces and the social fabric of the friendly nation or nations.

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This burden of identifying the most appropriate objective falls, of course, on all military and naval commanders; however, for air commanders it is arguably a more complex problem because ranges, payloads, and potential military and political impacts have greater scope. Furthermore, the most appropriate objectives are likely to be critical components of organic systems—the communications, the transportation, the electrical power, the petrochemical, the other industrial, the agricultural, and the military and political infrastructures—that underpin the enemy’s power base. In World War II air forces contented themselves with striking facilities—enemy headquarters, air bases, rail yards; today the standard is to cripple the military and political functions that the facilities support. Today the standard is to achieve specific operational effects within the enemy’s political and military system; this, in turn, demands serious insight into the enemy’s organization well beyond order-of-battle analysis. Such functional understanding of enemy doctrine and procedures is in itself a powerful weapon, but it is not free of costs. A consequence of the imperative to identify the most appropriate operational effects and the related objectives for air operations is a requirement to maintain an intelligence function fine-tuned to the new standards. The easy answer for most nations is the amorphous central and defense intelligence agencies that produce products pitched to the needs of the policy establishments. These nations have structured their collection and reporting assets so that the military commanders—except for actions such as prisoner interrogations and documents collected on the battlefield—are the last to have access to important strategic and operational intelligence. The more technology has advanced, the greater the investments in strategic and national intelligence systems and the greater the gap between the capability of military forces and their capacity for operational assessment and decisionmaking—effective operational intelligence. For the United States this gap is abundantly apparent in recent events in Aden, Somalia, Serbia, and elsewhere. Another area for which “one size fits all” is the wrong answer is logistical support of combat forces. Ground, naval, and air forces have major real differences in operating environments that shape service doctrine and philosophy and that, in turn, drive design, size, shape, firepower, mobility, maintainability, and reliability of service equipments. The notion—prompted largely by financially savvy policymakers with little or no interest and experience in military and naval affairs—that service equipments ought to be commoditized—conceived, acquired, and maintained by a civilian entity that could enforce commonality—is a creeping disease endemic in virtually all democratic nations. Virtu-

ally every senator or member of parliament in every nation around the world understands air operations; they fly home almost every weekend; they assess takeoffs, landings, and on-time arrivals. They would not dream of advising a submarine captain on operations, but airmen are fair game. For air warfare this notion of commoditization—commonality at all costs—is particularly painful; the development of new ideas has been fostered in various nations by the willingness of airmen and astronauts to experiment beyond the edges of conventional thinking, to engage a broad cross-section of scientists and strategists to explore unconventional methods to achieve engineering, tactical, and operational results. In the United States the demise of Air Force Systems Command was a seminal event, limiting what had been a hugely successful enterprise devoted to assembling the best thinkers available, military and civilian, to bring the possibilities of science and engineering to bear on emerging military problems. The elimination of this organization portends the decline of U.S. military air and space leadership. Similarly, the structure of the maintenance, supply, distribution, and data systems that support military forces needs to adjust to the operating patterns and performance of the supported force. Air forces operate from long distances, often from sanctuaries well outside the area of operations; the ability to connect regularly and efficiently to a centralized logistical system on virtually an hourly basis changes the materials and the skills required at each location for the conduct of operations. Armies and navies, in contrast, are typically not so well connected to global air transportation nets and thus require different and more extensive sets of onhand machinery, materials, and skills to manufacture and repair critical parts. Global air transportation is the least heralded element in air warfare. Unrecognized by the early air warfare thinkers—who wrote extensively about bomber, pursuit, and observation tasks—military airlift evolved from an appreciation for the growing utility of civil aviation fleets; civilian aircraft were embraced to do similar tasks in a military situation. From the World War II regional experience of flying the Hump, to the Berlin Airlift, to Operation NICKEL GRASS (the strategic resupply of Israeli forces in 1973), to the deployment and redeployment of warfighting and peacekeeping forces around the world, air transportation fleets have become the sine qua non of conflict management. The Berlin Airlift is, arguably, the twentieth century’s premier example of military art at its highest level of accomplishment—no “combat” casualties, yet the allied powers achieved their strategic goals, preserved the political status of, and access to, Berlin, and set the tone for the next fifty years of European political and military history. Many na-

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tions have found the political and economic tools to integrate military and civilian air transportation into global strategic lift capability. Since the beginning of the Cold War the United States has deployed, supported, and redeployed, by air, significant military forces for operations in Korea, Western Europe, Southeast Asia, and Southwest Asia plus smaller forces to Panama, Somalia, Bosnia, Kosovo, and Afghanistan. This view of global transportation includes the aerial “transportation and delivery” fuel to extend the range and duty time of other forces, including other lift, surveillance, bomber, fighter, and space vehicles. There is no historical precedent for the global scope of major operations conducted by U.S. forces during this period. The combination of inflight refueling, intercontinental strategic airlift, and the more local tactical airlift is the crucial determinant of force deployment and, in many cases, force sustainment. Strategic mobility is a very operational capability. Whereas heavy materiel typically moves by commercial sealift, personnel, high-value supplies, and casualty evacuation are important airlift tasks. Moreover, the U.S. fleet of T-tailed aircraft is the transportation mode of choice for every peacekeeping and humanitarian mission conducted by blue-helmeted troops and others worldwide. The term “independent air force” has, for better or for worse, confused and complicated the debate about the development and employment of air capabilities. Air forces clearly cannot exist “independent” of the structures and the operational activities of the rest of a nation’s military establishment. Air forces need to be and must be integrated into the totality of the nation’s forces. The potential contributions of an independent air force need to be viewed, however, through eyes untainted by the burden of traditional military history. Training, logistics, and intelligence, among other functions, that suffice, or even excel, at the pace a rhythm of ground or sea operations have little in common with the needs of air and space warfare. The most appropriate objectives for tactical and operational planning are different depending on the vision and experience of the commander in chief. Those who argue for independent air operations ask that their forces be valued for their independent contributions to the war effort and not solely for their contributions to maximizing the combat power of some other element. This is not an argument for anarchy or autonomous air action. Some overall political and military authority, with the best interests of the nation in mind and a sophisticated view of operational possibilities, must orchestrate all of the military tools available to force an early end to hostilities on favorable terms. Navies seem to have found a way to balance the new with the old. For those nations with a substantial naval compo-

nent, the fleet has reoriented itself to fully exploit modern offensive and defensive capabilities. Submarines, occasionally, and aircraft carriers are the visibles of modern navies; both are accommodated in integrated operations. Fleets are built around carriers; fleet operations are built around carrier operations, which, in turn, are built around air operations. Even in those circumstances where there is an independent air force, the history and the politics of each nation have typically hobbled the application of air capabilities to the views, history, and operational experience of the nation’s senior service. Thus, the elegant Australian War Memorial in Canberra, with its columns and columns of war dead, listed battalion after battalion, overwhelmingly from the doomed battle at Gallipoli, has defined for years, and will define for many decades, if not centuries, the historical image of Australian war experience, the willingness to serve, the sacrifice made. This image has colored, and will continue to color, the military leadership that Australian politicians choose and thus the nature of the advice they will receive from the senior military leadership, regardless of the nature of the extant political-military circumstances. I do not argue that air forces and air force leaders have better advice to give than do competent military professionals from other backgrounds. I do argue that airmen are not wedded to thousands of years of history and tradition and therefore have less intellectual and institutional baggage in giving sound military advice. Two observations by senior commanders will suffice to bookend the traditional views of many ground-force officers concerning contributions of air operations to the conduct of warfare. The first is a quote from Douglas Haig, prior to becoming commander in chief of the British Expeditionary Force during World war I, in a 1914 address to the British Army Staff College: “I hope none of you gentleman are so foolish as to think that aeroplanes will be usefully employed for reconnaissance from the air. There is only one way for a commander to get information by reconnaissance and that is by the use of cavalry.” The second comes thanks to Wesley K. Clark, the retired U.S. Army general who was the senior U.S. military commander in Europe and senior commander for the North Atlantic Treaty Organization during the 1999 war in Kosovo. In his memoirs he took no cognizance of the contributions of air operations to the NATO effort (except for two chapters on Task Force Hawk, the 5,000-man, 24-helicopter U.S. Army unit that did not participate in combat operations). The B-2 bomber—the stealth platform that penetrated Serbian air defenses with impunity and served as the workhorse of General Clark’s engaged forces—is not mentioned.

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Notwithstanding the views of traditionalists, air warfare has proven itself a valuable addition to the tools of statecraft. At the publication of Air Warfare: An International Encyclopedia, the centennial anniversary of the first successful flight of a heavier-than-air machine has yet to come to pass, and humanity’s initial ventures into space are barely 40 years old. Yet the pace of new ideas, the introduction of new concepts, and their translation into valued instruments of

national power is breathtaking. Nations that can find the considerable resources required to field effective air forces can enhance the value of their traditional forces and can use this rapidly evolving instrument of military power to better preserve, protect, and defend their interests, wherever they may be. —Mike Dugan
General, USAF (Ret.)

PREFACE

In planning this encyclopedia with my colleagues, many goals were set forth, but there were three that we considered most important. The first was to include entries that provided information on the most significant individuals, events, weapons, industries, strategies, and tactics of the roughly 200-year history of international airpower. The second was to make an initial assessment of the importance of each entry. The third was to reach out to the entire aviation community for contributions and to preserve, insofar as possible, the original flavor of those contributions. There were many aspects to this process. Some authors were distinguished scholars, long accustomed to writing encyclopedia entries, and integrating their work was straightforward. Some authors were experts in their fields but not academics, and so their entries were sometimes less formal. Other authors were so technically expert that their entries had to be simplified to be understood by the average reader, yet their exact meaning had to be preserved. In yet other instances, some entries reflected the fact that English was not the scholar’s native tongue. Because we tried to keep all the entries as original as possible, entries written by foreign scholars were revised only for the sake of clarity. The methods we employed were direct. We made an appeal to the academic community as well as to the legion of aviation historians that specialized in various areas of airpower history. In attempting to provide a broad coverage, we understood that some elements of airpower history had already been well described in the past and were easily accessible to the reader. Still, some elements had been virtually ignored. Based on this understanding, we decided to sometimes limit the coverage of well-known subjects while giving greater coverage to those less well known. There were some obvious trade-offs that had to be considered. Given that there was a limit on the size of the encyclopedia, a decision had to be made as to the number of en-

tries to be included. If fewer topics were selected, more words could be devoted to each. If more topics were included, each would contain fewer words. Our initial list ran to roughly 1,300 entries, but it soon became evident that this was too many. We were also presented with many new ideas from the contributors, often reflecting their specialized interests, and this caused a continuous evaluation of which entries to retain and which to sacrifice. As a result of these deliberations, we settled on some 990 entries running nearly 500,000 words. The length of a given entry can vary, from as few as 100 words to as many as 7,500 words. Our saving grace was often the cross-references provided at the end of most entries. These guide the reader to additional information on the subject and, of course, lead to still more sources of scholarship. In making these difficult decisions, an iterative process was established with the editors and the contributors. An initial list was reduced and circulated, and the contributors who elected to participate responded with observations and suggestions that ultimately resulted in encyclopedia you now see. I should also mention that this work owes a great debt to the Internet and its related technology, which made the entire process possible and was an invaluable way to reach new contributors, many in foreign countries. A note on the use of specialized terminology, acronyms, and abbreviations: Given the complexity of the subject matter, we have tried to be as consistent and clear as possible. Common acronyms appear in the entry’s headword; other acronyms are typically defined at first instance within an entry. Widely recognized acronyms, such as USAF and RAF, are not formally defined in the text. To help the reader keep track of the many acronyms and abbreviations, we provide a complete list of terms, acronyms, and abbreviations. We encourage readers to rely on this comprehensive list of airpower-related terminology.

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Preface

I would like to express my gratitude to my associate editors—all distinguished in their fields—who made so many insightful suggestions and contributions. In alphabetical order, they are Michael Fopp, director of the Royal Air Force Museum; Fred Johnsen, a noted author and historian; Stéphane Nicolaou, curator at the marvelous Musée de l’Air et de l’Espace at Le Bourget Field, near Paris, and a wellknown author; and the indefatigable George M. Watson Jr., a U.S. Air Force historian whose many suggestions and quick responses to my calls made the task easier. My admiration for Spencer C. Tucker is unbounded, for I now know the effort he has put forth in editing other encyclopedias. Spence was good enough to ask me to participate, and I thank him for the experience. It is a delight to work with the people at ABC-CLIO, especially Alicia Merritt and Liz Kincaid. Wally Meeks, as usual, was helpful with his good ideas.

My most appreciative and humble thanks go to the contributors, whose entries were fascinating to read and whose patience with my nagging was remarkable. Not only did they work willingly and punctually; they were also the source of most of the photographs you will find in the two volumes. I also want to express my appreciation to a few would-be contributors who signed on but could not deliver; I know that circumstances must have prevented your participation, and want you all to know that the editors and contributors understand. Finally, I cannot put into words the gratitude I feel to my family, who cheerfully put up with my submersion at the computer as I worked to bring this project to fruition. —Walter J. Boyne
Ashburn,Virginia

MAPS

War in the Balkans, 65 Barbarossa, 69 The Results of the Blitzkrieg: France, 22 June 1940, 88 The Battle of Britain, 107 Persian Gulf War, 282 Japan, 334 Korean War, 355 The Mediterranean, 407 War in Southeast Asia, 677 The Western Front as Stabilized in 1915, 703

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TERMS, ACRONYMS, AND ABBREVIATIONS

AA AAA AAF AAMs AB ABCCC ABDA ABL ABM ACCS ACFC ACG ACTS ACWP AD ADC ADRC ADVON AEA AEF AEW AF AFB AFC AFDD AFM AFMC AI AIRCENT ALAT ALCS ALERT AMC AME

antiaircraft antiaircraft artillery Argentine Air Force air-to-air missiles Agusta-Bell Airborne Battlefield Command and Control Center American, British, Dutch, Australian airborne laser antiballistic missile Air Command and Control System; also: Airborne Command and Control Squadron Air Corps Ferrying Command Air Commando Group Air Corps Tactical School Automotive Council of War Production Air Division Air (Aerospace) Defense Command Air Documents Research Center Advanced Echelon Aeronautical Experiment Association Aerospace Expeditionary Force airborne early warning Air Force Air Force Base Armed Forces Council Air Force Doctrine Document Air Force Manual Air Force Material Command air interdiction Allied Air Forces Central Europe Army Light Air Force airborne launch-control system Attack and Launch Early Reporting to Theater Air Mobility Command Aeronautica Militar Espanola xxxi

ANG ANR AOC ARM ARPA ARRS ARVN ASAT ASC ASM ASTS ASW ATC ATF ATGM ATI AVG AWACS AWPD BAe BAP BCATP BFW bhp BIS BMEWS BNA BPF BPR CAB CACW CAF CAP CAS CAT

Air National Guard Aeronautica Nazionale (National) Repubblicana air officer commanding antiradiation missile Advanced Research Projects Agency Aerospace Rescue and Recovery Service Army of the Republic of Vietnam antisatellite Air Support Command air-to-surface missile Air Service Tactical School antisubmarine warfare Air Transport Command Advanced Tactical Fighter antitank guided missle air technical intelligence American Volunteer Group (Flying Tigers) Airborne Warning and Control System Air War Plans Division British Aerospace Bureau of Aircraft Production British Commonwealth Air Training Plan Bayerische Flugzeugwerke brake horsepower British Interplanetary Society Ballistic Missile Early Warning System Bureau of Naval Aeronautics British Pacific Fleet bypass ration Caproni Aeronautica Bergamasca Chinese-American Composite Wing Chinese Air Force Civil Air Patrol; Combat Air Patrol close air support Civil Air Transport

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Terms, Acronyms, and Abbreviations China Air Task Force China-Burma-India Combined Bomber Offensive Chinese Communist Party United States Central Air Forces chief executive officer College Eye Task Force Continental Ground Station Central Intelligence Agency commander in chief Commander in Chief, Pacific Fleet Commonwealth of Independent States China National Aviation Corporation Chief of Naval Operations Cantiere Navale Triestino commander in chief of the U.S. Fleet U.S. Military Assistance Command, Vietnam Continental Air Command Continental Air Defense Command Civilian Pilot Training Program Civil Reserve Air Fleet Cantieri Riuniti Dell’Adriatico cathode-ray-tube Combat Search and Rescue Comando Servizi Aerei Speciali (Special Air Services Command) Centro Tecnico Aerospacial escort carrier Defense Advanced Research Projects Agency Direct Air Support Center Desert Air Task Force Deputy Chief of Naval Operations for Air Distinguished Flying Cross Defense Meteorological Satellite Program demilitarized zone Defense Navigation Satellite System Department of Defense (U.S.) Department of State (U.S.) Democratic Republic of Afghanistan Democratic Republic of Vietnam Distinguished Service Cross Defense Support Program Commercial Pilot Training School Experimental Aircraft Program electronic counter-countermeasures electronic countermeasures Ejército del Aire European Global Navigation Overlay System electronic intelligence Executive Office of the President electronic reconnaissance/intelligence Electronic support measures ETO EVA EW FAA FAC FAH FBW FEAF FECOM Fliegerkorps FM FMA FSTA GCI GEO GGS GHQ GHQ AF GIAP GLONASS GNBAP European Theater of Operations extravehicular activity Electronic warfare Fleet Air Arm forward air control/controllers Fuerza Aerea Hondureña fly-by-wire Far East Air Forces Far East Command Luftwaffe air corps Field Manual Fabrica Militar de Aviones (Military Aircraft Factory) Future Strategic Tanker Aircraft ground-controlled interceptor geostationary orbit Gyro Gun Sights General Headquarters General Headquarters Air Force (U.S.) Gvardeiskii Istrebitelnyi Aviatsionnyi Polk (Guards Fighter Air Regiment, Soviet Union) Global Navigation Satellite System Gvardeiskii Nochnoi Bombardirovochnyi Aviatsionnyi Polk (Guards Night Bomber Air Regiment, Soviet Union) Global Navigation Satellite System Global Positioning System Ground Self-Defense Force Guards Night Bomber Aviation Regiment (Soviet Union) German radar system for night fighters horsepower headquarters Hawker-Siddeley Aircraft Hawker-Siddeley Dynamics Hero of the Soviet Union head-up display integrated air defense systems Israeli Defense Force/Air Force Israel Aircraft Industries Istrebitelnyi Aviatsionnyi Korpus (Fighter Air Corps, Soviet Union) Istrebitelnyi Aviatsionnyi Polk (Fighter Air Regiment, Soviet Union) intercontinental ballistic missile Initial Defense Satellite Communications System Instrument Flight Rules Imperial Japanese Navy Industrie Meccaniche e Aeronautiche Meridionali Initial Operational Capability Iraqi Air Force infrared

CATF CBI CBO CCP CENTAF CEO CETF CGS CIA CINC CINCPAC CIS CNAC CNO CNT COMINCH COMUSMACV CONAC CONAD CPTP CRAF CRDA CRT CSAR CSAS CTA CVE DARPA DASC DATF DCNO (Air) DFC DMSP DMZ DNSS DOD DOS DRA DRV DSC DSP DVS EAP ECCM ECM EDA EGNOS ELINT EOP ER/ELINT ESM

GNSS GPS GSDF GvNBAP Himmelbett hp HQ HSA HSD HSU HUD IADS IAF IAI IAK IAP ICBM IDSCS IFR IJN IMAM IOC IQAF IR

Terms, Acronyms, and Abbreviations IRBM ItAF JAAF Jagdgeschwader Jagdstaffel (Jasta) Jagdverband JASDF JATO JCS JNAF JPO JSDF JSF JSOTF Kampfgeschwader kph Kriegsmarine LAMPS Lichtenstein LORAN LPS LRP Luftfahrtruppe Luftflotte Luftstreitkräfte Luftwaffe MAAF MAAG MAC MACV MAD MAL MANPADS MATS MCM MCT MEO MGS MGT MHz MIDAS MIRACL MIRV MIT mm mph MRBM MRC MSDF MTU intermediate-range ballistic missile Italian Air Force Japanese Army Air Force, Imperial Luftwaffe fighter wing Luftwaffe fighter squadron Luftwaffe fighter unit Japanese Air Self-Defense Force jet-assisted takeoff Joint Chiefs of Staff Japanese Naval Air Force, Imperial Joint Program Office Japanese Self-Defense Forces Joint Strike Fighter Joint Special Operations Task Force Luftwaffe bomber wing kilometers per hour German Navy Light Airborne Multipurpose System type of German airborne radar long-range electronic navigation Large Processing Station Long-Range Penetration German aviation troops Luftwaffe air fleet German Air Service (World War I) German Air Force (World War II) Mediterranean Allied Air Forces Military Assistance Advisory Group Vietnam Military Airlift Command Military Assistance Command Vietnam magnetic airborne detection; mutual assured destruction mat-landing man-portable air defense system Military Air Transport Service mine countermeasures Mobile Communication Terminal middle-earth orbit Mobile Ground System Mobile Ground Terminal megahertz Missile Defense Alarm System Mid-Infrared Advanced Chemical Laser Multiple Independently Targetable Reentry Vehicle Massachusetts Institute of Technology millimeter miles per hour medium-range ballistic missiles Military Revolutionary Council Maritime Self-Defense Force Moteren und Turbine Union NACA NAF NAP NASA NASAF NATO NATS NAVAIDS NAVFE NAVSTAR NBAP NBS NCO NEACP NIAP NLC NORAD NPT NRO NSA NSC NVA NVAF OGS ONR OPEC OSS PACAF PACOM PAF PAVN PGMs PLAAF PLSK POL POW PPI PVO PWS PZL RA RAE RAF RAND RCAF

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National Advisory Committee for Aeronautics Naval Aircraft Factory naval aviation pilot National Aeronautics and Space Administration Northwest African Strategic Air Forces North Atlantic Treaty Organization Naval Air Transport Service aids to navigation. Naval Forces Far East Navigation Satellite Time and Ranging Night Bomber Aviation Regiment (Soviet Union) National Bureau of Standards noncommissioned officer National Emergency Airborne Command Post Nochnoi Istrebitel’nyi Aviatsionnyi Polk (Night Fighter Air Regiment, Soviet Union) National Leadership Committee North American Air Defense Command Nuclear Non-Proliferation Treaty National Reconnaissance Office National Security Act of 1947; also: National Security Advisor National Security Council North Vietnamese Army North Vietnamese Air Force Overseas Ground Station Office of Naval Research Organization of Petroleum Exporting Countries Office of Strategic Services Pacific Air Forces Pacific Command Pakistan Air Force People’s Army of Vietnam (North Vietnamese Army) precision-guided munitions People’s Liberation Army Air Force (Chinese Communist Air Force) Pomonicza Lotnicza S-UBA Kobiet (Auxiliary Women’s Air Force Service, Poland) petroleum, oil, lubricants prisoner of war plan position indicator Voiska Protivovozdushnoi Oborony (Antiaircraft Defense Forces, Soviet Union) Podlaska Wytwornia Samolotow Panstwowe Zaklady Lotnicze (National Aviation Establishments, Poland) Regia Aeronautica Royal Aircraft Establishment Royal Air Force Research and development think tank Royal Canadian Air Force

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Terms, Acronyms, and Abbreviations Royal Egyptian Air Force Air Defense of Germany Royal Flying Corps Relay Ground Station giant aircraft Royal Laotian Army Reich Air Ministry Royal Navy Royal Norwegian Air Force Royal Naval Air Service Republic of China Rules of Engagement Reserve Officer Training Corps revolutions per minute Royal Thai Air Force Republic of Vietnam Republic of Vietnam Air Force Royal Yugoslav Air Force selective availability Swiss American Aircraft Corporation Strategic Air Commansd Semi-Automatic Ground Environment search and rescue semiactive radar-homing Search and Rescue Task Force Space-Based Infrared System United States Strategic Bombing Survey Luftwaffe battle flight German upward-firing armament suppression of enemy air defenses German naval air force Luftwaffe air rescue service specific excess power shaft horsepower Società Idrovolanti Alta Italia signals intelligence Single Integrated Operation Plan Schütte-Lanz airship factory submarine-launched ballistic missile Société Nationale de Constructions Aéronautiques (National Aircraft Building Company) Standard Oil of New York Special Operations Forces Simplified Processing Station short-range ballistic missile Luftwaffe squadrons Satellite Test Center short takeoff and landing SVAF TAC TACAN TACC TBMs TEREC TFA TOA TOW TsAGI South Vietnamese Air Force Tactical Air Command Tactical Air Navigation Tactical Air Control Center tactical ballistic missiles tactical electronic reconnaissance sensor Task Force Alpha time-of-arrival tube-launched, optically tracked, wired-guided missile Tsentral’nyi Aero-Gidrodinamicheskii Institut (Central Aerodynamics and Hydrodynamics Institute, Soviet Union) United Aircraft Corporation United Aircraft and Transport Corporation uninhabited aerial vehicle uninhabited combat aerial vehicle United Nations United States Army United States Army Air Corps United States Army Air Forces United States Air Force United States Air Forces in Europe United States Army Forces Far East United States Military Academy United States Navy Union of Soviet Socialist Republics United States Transportation Command Vietcong very important person very-low-frequency Very High Frequency Omnidirectional Radio Station a combination of VOR and TACAN very short takeoff and landing vertical/short takeoff and landing vertical takeoff and landing Vozdushno-voennye Sily (Air Forces, Soviet Union) Women’s Auxiliary Air Force Women in the Air Force Women’s Auxiliary Ferrying Squadron Women Airforce Service Pilots Western Development Division Woman’s Flying Training Detachment War Production Board Women’s Royal Air Force territorial air zone zero-length launcher

REAF Reichsluftverteidigung RFC RGS Riesenflugzeug RLA RLM RN RNAF RNAS ROC ROE ROTC rpm RTAF RVN RVNAF RYAF SA SAAC SAC SAGE SAR SARH SARTAF SBIRS SBS Schlachtstaffel Schräge Musik SEAD Seeluftstreitkräfte Seenotdienst SEP shp SIAI SIGINT SIOP SL SLBM SNCA

UAC UATC UAV UCAV UN USA USAAC USAAF USAF USAFE USAFFE USMA USN USSR USTRANSCOM VC VIP VLF VOR VORTAC VSTOL V/STOL VTOL VVS WAAF WAF WAFS WASP WDD WFTD WPB WRAF ZAT ZEL

SOCONY SOF SPS SRBM Staffeln STC STOL

AIR WARFARE
An International Enc yclopedia

A
Aces
According to the traditional definition, an “ace” is a fighter pilot who has attained five confirmed kills of enemy aircraft. Though not technically an ace by this standard, World War I French pilot Roland Garros began the tradition of aerial combat with a clever ploy. He devised a means to shield his wooden propeller with metal so a machine gun could shoot through the arc (bullets that hit the blades would ricochet off). In a mere 18 days in early 1915, he shot down three German aircraft and claimed two others. Press reports of his exploits were the first to use the French slang “ace” to mean at least five enemy aircraft downed—although the term soon came to require five or more confirmed aircraft shot down. The German word was kanone, indicating a star turn; 10 victories were required for that designation. The French definition of five confirmed became accepted during World War I and reappeared in later wars. The idea of achieving ace status quickly became popular among fliers and the general public. As World War I degenerated into static trench warfare with horrific losses and virtually no glory, the contests among pilots to raise scores achieved considerable public following. The pilots became the heroes whom people needed in a protracted and bitter war. And they were heroes in later wars as well. The following table lists the highest-ranking aces from several conflicts since 1914. An excellent study by Al Bowers and David Lednicer indicates that there may have been as many as 10,000 aces in at least 27 countries, and some women also became aces. World War I (1914–1918) These totals of kills include balloons and aircraft; both were fighter targets. This listing is selective but includes the top aces of the major powers.
1

Manfred von Richthofen, Germany, 80 Rene Fonck, France, 75 E. C. Mannock, Britain, 73 W.A. Bishop, Britain, 72 Ernst Udet, Germany, 62 R. Collishaw, Canada, 60 J. T. B. McCudden, 57 Georges Guynemer, France, 54 A.W. Beauchamp-Proctor, South Africa, 54 D. R. MacLauren, Canada, 54 Charles Nungesser, France, 45 Godwin Brumowski,Austria-Hungary, 40 Oswald Boelcke, Germany, 40 Willy Coppens, Belgium, 37 Francesco Baracca, Italy, 34 Edward Rickenbacker, U.S., 26 Spanish Civil War (1936–1939) Many of these pilots later attained even higher scores while fighting World War II; the list below includes the top aces on either side of the civil conflict. Joaquin García Morato y Castaño, Nationalist, 40 Andres García Lacalle, Republican, 11+ China-Japan-Manchuria (1937–1945) This theater became part of World War II but was fought over a longer period. The American Volunteer Group (the Flying Tigers) were in action on behalf of China in 1941– 1942, totaling 286 confirmed kills. Only the top scorers are listed: Hiromichi Shinohara, Japan, 58 Mitsuyoshi Tarui, Japan, 28

2

Aces

Kenji Shimada, Japan, 27 Robert Neale,AVG, 16 David Lee Hill,AVG, 12 Liu Chi-Sun, China, 11 Russo-Finnish Wars (1940–1944) In this sidebar to World War II, Finnish pilots used a mixed bag of aircraft from other nations including obsolete U.S. models with which they did well against the Russians (there is no data for the Russian side of this conflict). No less than 87 Finnish pilots were credited with at least five kills. The top three: Eino Juutilainen, Finland, 94 Hans Wind, Finland, 78 Eino Luukkanen, Finland, 54 World War II (1939–1945) Pilots from nations rapidly overrun often were able to join the Allies and thus fight for the war’s duration—and run up higher scores. The French allowed pilots to include probable kills, unlike other nations. Russia provided the only female fighter aces—and by the end of the war more than 150 Russian pilots claimed scores of at least 20 (50 had 30 or more). Germany enjoyed more than 100 aces who gained more than 100 victories each (most from the Eastern Front)—and 35 had more than 200 each for the highest counts of aces in any war. Werner Mölders (Germany) was the first ace from any country to exceed 100 kills. Heinz Bär (Germany) became the first jet ace with 16 confirmed victories. Of Japanese pilots, nearly 140 claimed 10 or more victories. Only the top-tier aces from each country are included here. Erich Hartmann, Germany, 352 Gerhard Barkhorn, Germany, 301 Gunther Rail, Germany, 275 Otto Kittel, Germany, 267 Walter Nowotny, Germany, 258 Hiroyoshi Nishizawa, Japan, 87 Tetsuzo Iwamoto, Japan, 80 Shoichi Sugita, Japan, 70 Saburo Sakai, Japan, 64 Ivan Kozhedub, Russia, 62 Aleksandr Pokryshkin, Russia, 59 Grigori Retchkalov, Russia, 58 Nikolai Gulaev, Russia, 57 Arsenii Vorozheikin, Russia, 52 Marmaduke Pattle, South Africa, 51 Richard Bong, U.S., 40 Thomas McGuire, U.S., 38 John E. Johnson, Britain, 38

David McCampbell, U.S., 34 Brendan Finucane, Ireland, 32 A. G. Malan, South Africa, 32 Franco Lucchini, Italy, 26 Adriano Visconti, Italy, 26 Marcel Albert, France, 23 Jean Demozay, France, 21 Stanislav Skalski, Poland, 21 Witold Urbanowicz, Poland, 20 Sven Heglund, Norway, 16 Korean War (1950–1953) The Korean War included the first jet-versus-jet combat missions. By the end of the war, nearly 40 pilots flying the F86 Sabre had become aces. Newly revealed records indicate that the Soviet Union claimed at least 44 aces. Joseph McConnell Jr., U.S., 16 James Jabara, U.S., 15 Manuel Fernandez, U.S., 14 George A. Davis Jr., U.S., 14 Royal N. Baker, U.S., 13 Nikolay Sutigan, Soviet Union, 21 Evgenii Pepelyaev, Soviet Union, 20 Alexander Smorchkov, Soviet Union, 15 Lev Schukin, Soviet Union, 14 Dmitry Oskin, Soviet Union,15 Nikolay Dokashenko, Soviet Union, 14 Sergey Kramarenko, Soviet Union, 13 Vietnam War (1965–1973) During the Vietnam War, several aces shot down their enemies using air-to-air missiles rather than gunfire, as in previous wars. The North Vietnamese claimed 17 aces. Colonel Toon (Tomb), North Vietnam, 13+ (most probably a fictional character) Nguyen Van Coc, 9 Mai Van Cuong, 8 Phan Thanh Ngan, 8 Nguyen Van Bay, North Vietnam, 7+ Charles DeBellevue, U.S., 6 Richard Ritchie, U.S., 5 Jeffrey Feinstein, U.S., 5 Randy Cunningham, U.S., 5 William Driscoll, U.S., 5 Robin Olds, U.S., 5, plus 12 in World War II (there has been no official confirmation on Olds’s fifth victory) Middle Eastern Wars Israel has been very secretive about the men who became aces, but recent lists indicate at least 34, with Giorora Avan

Ader, Clement

3

(Epstein) leading the list with 17 victories. Egypt claims six aces, Syria five. Indo-Pakistani Wars In the Indo-Pakistani conflicts, Pakistan claims two aces, with Mohammad M.Alam having nine victories. All over the world, scholars are busy reviewing claims, all of which are subject to argument over time. For the most part, the claims were made in good faith, most were confirmed, but in the confusion of battle mistakes were no doubt made.
Christopher H. Sterling
References Cunningham, Robert. Aces High. St. Louis: General Dynamics, 1977. Harris, John Norman. Knights of the Air, Canadian Aces of World War I. Toronto: Macmillan, 1963. Hess, W. N. The Allied Aces of World War II. New York: Arco, 1966. ______. The American Aces of World War II and Korea. New York: Arco, 1968. Robertson, Bruce, ed. Air Aces of the 1914–1918 War. London: Harleyford, 1959. Shores, Christopher. Fighter Aces. London: Hamlyn, 1975. ______. Air Aces. Novato, CA: Presidio Press, 1983. Tolliver, Raymond, and Trevor Constable. Fighter Aces. New York: Macmillan, 1965.

out refueling for 51 hours. Between 12 and 14 April, Chamberlin and Acosta covered an estimated 4,100 miles, more than 500 miles farther than the distance from New York to Paris. Shortly thereafter, Acosta flew the Atlantic as part of a four-man crew led by the world-famous explorer, Richard E. Byrd. The crew may have reached Paris, but instrument problems and poor weather forced them to double back and ditch the plane in the ocean near the village of Ver-sur-Mer on 1 July 1927. Despite the inglorious finish and losing the transatlantic race to Charles Lindbergh by nearly two months, the crew received great international acclaim. In November 1937, Acosta went to Spain to fly for the Loyalist cause. Flying obsolete bombers against targets protected by advanced German fighters proved a challenge, and the Acosta fliers did not receive the recognition and reward for their accomplishments they thought they deserved. Disillusioned, Acosta left Spain early in 1938. Poor health seems to have kept him grounded during World War II. Acosta worked as a carpenter in a Catholic monastery in Garrison, New York, for a time in the early 1950s, and Admiral Byrd paid for Acosta, who was suffering from tuberculosis, to spend the last two years of his life at the Jewish Consumptives’ Relief Sanatorium in Denver. Acosta died on 1 September 1954. His obituary in the New York Times noted that the veteran flier had been married twice and “was beset with troubles of various kinds throughout most of his adult life.” Acosta’s memory is perpetuated at the Portal of the Folded Wings, a shrine to early aviators in Los Angeles.
Bruce A. Ashcroft
See also Curtiss, Glenn Hammond; Junkers Aircraft References “Bert Acosta, 59, a Veteran Flier.” New York Times, 2 September 1954. “Bertram Blanchard Acosta.” In Who’s Who in American Aeronautics. New York: Aviation, 1928. Vecsey, George, and George C. Dade. Getting Off the Ground: The Pioneers of Aviation Speak for Themselves. New York: E. P. Dutton, 1979.

Acosta, Bertrand B. (1895–1954)
Aviation pioneer. Born in San Diego, California, on 15 January 1895, Bertrand Blanchard “Bert” Acosta taught himself to fly and is thought to have built and flown his first airplane in 1910. He joined the Curtiss School of Aviation at San Diego’s North Island as a mechanic in 1914 and became part of the instructional staff in 1915. Acosta spent much of the next two years at the Curtiss school in Ontario, Canada, training pilots for the Royal Flying Corps and the Royal Naval Air Service. After America declared war on Germany in April 1917, Acosta returned to the United States to teach Army pilot candidates at Mineola Field, on Long Island. Following the war, Acosta helped establish the first airmail routes, took a Junkers transport airplane on a 60-city tour of the United States, and was both speed racer and endurance flier during the golden age of aviation. His contemporaries considered him one of the great natural fliers, and it was said that “he could put wings on a barn door and make it fly.” In 1921, Acosta won the Pulitzer Trophy race flying at an average speed of 176.7 mph. According to the 1928 edition of Who’s Who in American Aeronautics, he was the first American pilot to fly 200 mph. In April 1927, he established an endurance record with copilot Clarence D. Chamberlin by remaining in the air with-

Ader, Clement (1841–1925)
French aviation pioneer born in Muret who carried out flight experiments in the late nineteenth century. Ader performed a brief, uncontrolled takeoff in one of his machines in 1890. Although ultimately unsuccessful in controlled flight (he claimed to have flown in 1897, but evidence is scarce), he remained interested in military aviation and wrote four books on its potential. The most important of those works was L’aviation militaire (1909), intended to teach officers about possible structures for an air force, multiple aircraft functions, and even the potential of an “aircraft carrier boat.” (A

4

Aerial Radio Navigation

year later, Eugene Ely performed the first takeoff from a ship.) Lacking the benefit of warfare experience at the turn of the century, few military thinkers initially paid close attention to Ader’s published work, although it remains a classic in the development of air war thinking.
Guillaume de Syon
References Carlier, Claude. L’affaire Clément Ader. Paris: Perrin, 1990. Gibbs Smith, Charles. Clément Ader. London: HMSO, 1967. Lissarague, Pierre. Clément Ader inventeur d’avions. Paris: Privat, 1990.

Aerial Radio Navigation
Originated from Guglielmo Marconi’s techniques of wireless telegraphy. Initially termed “wireless direction finding,” aerial navigation has evolved from simple electronic devices and lighted airways to a sophisticated satellite system capable of determining the position of an aircraft to within a few feet. Navigational aids today are known by the generic acronym NAVAIDS. The first attempts at ground-based aerial electronic navigation were German navy Zeppelins using a Telefunken compass. These terrestrially based navigation aids, or “rotating beacons,” were used to guide the Zeppelins on their bombing raids to England. The Zeppelin’s radio operator could determine the craft’s position by triangulating between two or more ground stations. Although this technique worked well with the slow-moving Zeppelins, it proved impractical for faster, smaller aircraft. In 1908, the U.S. National Bureau of Standards (NBS) began collaborating with both the U.S. Navy and U.S. Army on radio research, and by the beginning of World War I the NBS had become the focal point for studying communications and navigation technologies. In July 1918, the U.S. Post Office approached the NBS for assistance in developing an electronic aeronautical navigation device for use in the newly formed Air Mail Service. But in 1921, the Post Office was forced to abandon its research because of budget cuts and renewed pressure to begin a transcontinental airmail service. Second Assistant Postmaster Otto Praeger now turned to the U.S.Army, which had earlier experimented with a system of towered, rotating lights for guiding pilots. This was the genesis of the lighted airway, and through the efforts of the Post Office it soon became the foundation for the first commercial airways. The lighted airways worked well—but only in good weather.Although the Post Office focused its resources in the lighted airway system, it again began limited research in

electronic NAVAIDS in 1925. The limited federal budget of 1925 continued to hinder the efforts of not only the Post Office but also the Army and the NBS as well. If air transport operations were limited to lighted airways that could be used only when the weather was good, then precise navigation required to support all-weather high-altitude flight would be impossible. With Congress’s passage of the Air Commerce Act of 1926, responsibility for the promotion of aviation, as well as the construction of an infrastructure to support all-weather flights, fell to the newly formed Bureau of Air Commerce within the Department of Commerce. The new law also charged the NBS with responsibility for the research and development of NAVAIDS. The earlier efforts of the Post Office, army, and NBS thus had laid the groundwork for the Low Frequency Radio Range, marker beacon, nondirectional beacon, and instrument landing system. A now properly funded NBS soon moved these NAVAIDS from the laboratory to a system of four-course, Low Frequency Radio Ranges that supported instrument flight. The NBS continued to improve the Low Frequency Radio Ranges and through research overcame inherent problems such as night effect (the tendency for the signal to “wander” during night operations), as well as interference from other stations. Continued research and development perfected the instrument landing system. Begun in the early 1930s, this system was in wide use after World War II. Problems associated with low-frequency navigation aids were soon overcome by developing NAVAIDS that broadcast on higher frequencies. The NBS was able to develop and begin fielding the Very High Frequency Omnidirectional Range Station (VOR) during the late 1940s. The VOR was a marked improvement over the Low Frequency Radio Ranges because it enabled pilots to select specific courses to or from navigation stations while overcoming problems associated with the Low Frequency Radio Ranges. The VOR and its military version (known as TACAN, for Tactical Air Navigation), as well as the hybrid system known as VORTAC have become the mainstay of aerial navigation in the United States and the world.
Randy Johnson
References Johnson, Randy.“Herbert Hoover and the Aeronautical Telecommunications System: His Influence on Its Development and Deployment, as Secretary of Commerce.” Ph.D. diss., Ohio University, 1999. Keen, R. Wireless Direction Finding, 3rd ed. London: Iliffe and Sons Limited, 1938. Komons, Nick A. Bonfires to Beacons: Federal Civil Aviation Policy under the Air Commerce Act, 1926–1938. Washington, DC: U.S. Government Printing Office, 1978.

Aerial Torpedoes
Leary, William M. Aerial Pioneers: The U.S. Air Mail Service, 1918–1927. Washington, DC: Smithsonian Institution Press, 1985. Snyder, Wilbert F., and Bragaw, Charles L. Achievement in Radio: Seventy Years of Radio Science, Technology, Standards, and Measurement at the National Bureau of Standards. Washington, DC: U.S. Government Printing Office, 1986.

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Aerial Refueling
A tactic employed to extend the range, endurance, and payload of aircraft.Various stunts were performed in the United States in the 1920s to demonstrate aerial refueling’s potential, and experiments by the RAF in the 1930s proved its feasibility. Aerial refueling was studied in World War II, but aircraft capabilities met wartime requirements. The Cold War prodded this technique into reality. U.S. bombers needed aerial refueling to reach targets around the world. Frequent demonstrations of this capability took place as the Strategic Air Command stood alert against Soviet forces. The first aerial refueling system, developed in Britain by Sir Alan Cobham, utilized a hose and grapnel. The tanker and receiver aircraft rendezvoused with lines extended. Using the grapnels to hook the line and reel it in, the receiver could accept fuel. However, this required the receiver crew to retrieve the line and make the connections. Single-seat aircraft became refuelable with the development of the probe-and-drogue system in 1949. The tanker would trail a hose while flying ahead of the receiver. The receiver, with a probe mounted on a wing or on the aircraft nose, would fly close enough to the tanker’s hose to make contact. The connection was facilitated by a drogue—a basket to catch the probe—funneling it into the nozzle. This system remains the most popular worldwide, used by the U.S. Navy, Marines, NATO, and most air forces. The U.S.Air Force uses the Boeing flying boom. This telescoping tube, affixed to the tanker’s aft body, is used to mate the tanker and receiver. It transfers fuel much faster than the probe-and-drogue setup. General Curtis LeMay deemed this essential for refueling large aircraft, such as the B-52 bomber. Thus, the KC-135, with its flying boom, was selected in 1955 as the USAF’s primary tanker. It remains in service today. Virtually all USAF strategic airlifters are air-refuelable. This global-reach capability enhances U.S. ability to project power worldwide. The first combat air refueling took place on 6 July 1951, when a USAF KB-29 linked up with a flight of RF-80s over Korea. Refueling greatly extended the range of Japan-based fighters and reconnaissance aircraft in both Korea and Vietnam. Perhaps the most dramatic uses of aerial refueling

have occurred in long-range strike missions. During the Vietnam War, aerial refueling enabled bombers based on Guam to hit targets in Vietnam. In the Falklands War,Vulcan tankers refueled bombers on transatlantic missions. U.S. bombing raids against Libya, Iraq, and Serbia launched from Britain and the United States would have been impossible without multiple aerial refuelings. Aerial refueling is a force extender and a force multiplier. The U.S. deployment for the Gulf War, as well as later peacekeeping and contingency operations, were accelerated by the ability to move fighters and cargo aircraft rapidly using aerial refueling. Whether expediting humanitarian aid, providing loiter time to combat air patrols, or supporting strike missions halfway across the globe, aerial refueling has proven an invaluable resource. Thirteen nations have this capability: Canada, China, France, Israel, Italy, Netherlands, Russia, Saudi Arabia, Singapore, Spain, Turkey, United Kingdom, and United States.
James M. Pfaff
References Byrd, Vernon B. Passing Gas: The History of Inflight Refueling. Chico, CA: Byrd, 1994. Hopkins, Robert S. III. Boeing KC-135 Stratotanker. Leicester, UK: Midland Counties, 1997. Lloyd, Alwyn T. KC-135 Stratotanker. Waukesha, WI: Kalmbach, 1994.

Aerial Torpedoes
The world’s first precision-guided munitions. As early as April 1915, Elmer Sperry began developing unmanned flying bombs by combining his company’s research on sea torpedoes and automatic flight control systems. Following the U.S. entry into World War I in 1917, Sperry received navy funding to accelerate development of his aerial torpedo—a remote-controlled aircraft for use against submarines. Employing gyroscopes for directional control, the world’s first cruise missile flew approximately one-half mile without a human pilot on 6 March 1918. However, the early aerial torpedoes were crude and unreliable, resulting in cancellation of the Sperry project in January 1919. Thereafter, the navy’s interest in aerial torpedoes shifted to torpedo-bombers. During the interwar years, the U.S. Army contracted with Elmer’s son Lawrence Sperry to continue its own wartime aerial torpedo project, the “Kettering Bug.” By the early 1920s, an improved torpedo was making successful flights, but continuing problems with directional control forced Sperry to incorporate radio control for increased accuracy. In March 1922, a torpedo flew 63 miles and scored a direct

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hit on its target, but this success required 18 radio corrections from a chase aircraft. General William “Billy” Mitchell was among the first Army Air Service officers to enthusiastically support the development of aerial torpedoes. In 1927, he foresaw the potential threat such weapons posed to England, and his 1930 book Skyways argued that offensive airpower would continue its advantage over ground and air defenses, as future bombers might launch aerial torpedoes from 100 miles away. However, insufficient funds led General Henry “Hap” Arnold to cancel the project in 1932 in favor of precision bombsight development and the emerging doctrine of daylight precision strategic bombing.
Paul G. Gillespie
See also Precision-Guided Munitions References McFarland, Stephen F. America’s Pursuit of Precision Bombing, 1910–1945. Washington, DC: Smithsonian Institution Press, 1995.

braer. In 1985, Aeritalia acquired aero-engine manufacturer Alfa Romeo Avio and, later, a 40 percent share in Piaggio. A turning point in the gradual development of the Aeritalia space business was the European Space Agency’s Spacelab, flown on STS-9 Columbia in November 1983. This led to work on other modules, including the U.S. Spacelab and European Columbus. In the launcher field,Aeritalia built the structures of the Alfa rocket for the Italian Ministry of Defense and then the liquid propellant tanks for Europe’s Ariane missile. The company also built numerous satellites. In December 1990, IRI-Finmeccanica merged Aeritalia with its radar and missile industry, Selenia, forming Alenia.
Gregory Alegi
See also Aermacchi; Alenia; Breda; Eurofighter Typhoon; Fiat; Lockheed F-104 “Starfighter”; Panavia Tornado References Catalanotto, Baldassare, and Cesare Falessi. 1969–1989: Twenty Years of Aeritalia. Milan: Scheiwiller, 1989. Gianvanni, Paolo. AMX. Florence, Italy: EDAI, 1999.

Aeritalia
Italian aerospace industry formed in November 1969 by merging the private Fiat airframe business with the government-owned Aerfer (descended from Industrie Meccaniche e Aeronautiche Meridionali, or IMAM) and Salmoiraghi (a Milan instruments manufacturer); in 1976, Fiat sold its 50 percent share to IRI-Finmeccanica, which became sole owner. Because for decades Aeritalia had been the cable address of Fiat’s Aeronautica d’Italia, the name had a significant history, but it also reflected the mandate to become the national industry leader. The company pursued a policy of international collaboration, as well as investment in the underdeveloped area of southern Italy. In addition to building the F-104S fighter and G.91Y ground attack aircraft, the Turin combat aircraft division participated in the design and production of the Panavia Tornado and the early stages of Eurofighter development. Transport aircraft activity was concentrated in Naples, adding manufacture of the G.222 tactical airlifter (1970) to that of Douglas airliner structures inherited from Aerfer. Aeritalia joined the Boeing 767 program at inception, and in 1980 it formed (with Aérospatiale) a consortium to design and build the ATR turboprop commuter. The year 1981 proved crucial, bringing the first profits, acquisitions (conversion specialist Aeronavali, light aircraft manufacturer Partenavia, shareholdings in Aermacchi and RPV specialist Meteor), and the launch of the AMX attack aircraft, an Italian-Brazilian project that also involved Aermacchi and Em-

Aermacchi
Oldest Italian aircraft manufacturer in continuous existence. The company was founded as Nieuport-Macchi on 1 May 1913, after Giulio Macchi (1866–1935) and his French partners had already built their first aircraft for an Italian army competition. In World War I, Nieuport-Macchi supplied one-fifth of all aircraft built in Italy, including the vast majority of fighters; indeed, it was an Ni.11 that on 7 April 1916 scored the first Italian air-to-air victory. After building the Ni.17, the company switched to the Hanriot HD.1, the standard Italian fighter at the time of the Armistice. In May 1915, NieuportMacchi was asked to copy a captured Lohner flying boat. This led to the establishment of a seaplane department, which quickly acquired autonomous design capabilities, immediately identified as “Macchi”types and epitomized by the M.5 (1916), the most widely produced flying-boat fighter of all time and the first that could best landplane fighters. Its successor, the M.7 (1918), would serve for 20 years. Reflecting its maturity, the company in April 1924 became Aeronautica Macchi. By then, Mario Castoldi (1888–1968) had joined as chief designer. In the lean postwar years, Macchi employed around 200 people and lived on license production and small batches of its M.18 and M.24 military seaplanes. Invited to design the Italian competitor for the 1926 Schneider Trophy race, Macchi and Castoldi produced the winning M.39. Its M.52 (1927) and M.67

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(1929) descendants were unsuccessful, but the C.72 (1931) broke the world speed record in 1934. Macchi built some SIAI S.81 and S.79 bombers under license, in part at its new AUSA subsidiary, but the racing experience and the chairmanship of Paolo Foresio (1900– 1980) had transformed it, as the 1936 fighter competition proved. The Fiat G.50 was already in production, but the C.200 (1937) was so superior that the Regia Aeronautica (the Italian air force) was forced to order it. Together with the C.202 (1940) and C.205 (1942) variants with German inline engines, and including those built under license by Breda and SAI Ambrosini, production ran to 2,600 aircraft, or one-fourth of the entire Italian World War II output. In 1945, Castoldi was succeeded by Ermanno Bazzocchi (b. 1914). After some difficult years, Macchi settled upon a mix of license production (D.H. 100 Vampire jets, Fokker S.11 trainers, Lockheed CL-401s), overhauls (T-33s), and original designs. These included the MB.308 sportplane (1947) and especially the MB.326 jet trainer (1957), which would become the all-time Italian aviation export success and the first jet built in South Africa and Brazil, in addition to Australia. Its MB.339 derivative (1976) was adopted by the Italian air force, equipping (among other units) the Frecce Tricolori display team. It was sold in seven countries but lost the U.S. J-PATS competition it had entered in association with Lockheed. In 1980,Aeronautica Macchi became the parent company of the new Aermacchi manufacturing subsidiary, a share in which was acquired by Aeritalia, then a partner in the Italian-Brazilian AMX attack aircraft program, which proved disappointing. To diversify, Aermacchi joined the Dornier Do.328 commuter program. In 1996, Aermacchi obtained from Agusta the SIAI Marchetti SF.260 and S.211 single-engine trainers, completing its range with the M-290 RediGO acquired from Valmet of Finland. Production was moved to Venegono airfield and the original Varese factory was sold. Aermacchi teamed with Yakovlev of Russia on a joint advanced trainer program but, after the experimental phase, decided to develop its own M-346. In fall 2000, the Foresio family was negotiating the sale of its 75 percent share to Finmeccanica, the parent company of Alenia Aerospazio, with the stated purpose of making Aermacchi the training aircraft division of EADS, or the European Aeronautical Defense Systems. By 2002, these plans were on hold.
Gregory Alegi
See also Aeritalia; Agusta; Alenia; Italian Air Force; Italian Aircraft Development; Regia Aeronautica (Pre–World War II); Regia Aeronautica (World War II); SIAI Marchetti

References Alegi, Gregory. Macchi M.5. Berkhamsted, UK: Albatros, 2001. Apostolo, Giorgio. Aermacchi: From Nieuports to AMX. Milan, Italy: GAE, 1991.

Aeroflot
Created by the Soviet Union as an instrument of national policy to provide affordable public transport for people and materials throughout the vast expanses of the Soviet empire; in this objective, it succeeded. In the course of steady expansion, after the teething troubles of the early years had been overcome, it became the largest airline in the world. Its domestic route network stretched across no less than 11 time zones—almost halfway round the globe. Even before World War I (1914–1918), Russian aeronautical science was well advanced. With the Treaty of Rapallo, signed on 16 April 1922, the Soviets were able to take advantage of German technology. Junkers aircraft were assembled in Moscow, and a semblance of an air network took root. On 1 May 1922, a joint Soviet-German airline, Deruluft, began services directly from Berlin to Moscow, using Fokker-Grulich F.III monoplanes. From 1 August to 25 September, flights were made between Moscow and Nizhne Novgorod by some Junkers F.13s on the occasion of the annual fair in the latter city. On 9 February 1923, a national airline was organized when, by decree, the Red Air Force’s Glavvozdykhoflot was charged with the establishment of an airline. The responsibility was soon transferred to Dobrolet (the All-Russian Volunteer Air Fleet), the direct ancestor of Aeroflot. The first scheduled services were on intercity routes in the soon-tobe-established Soviet socialist republics in Central Asia. Dobrolet began to build a national network of air routes. In 1929, it had started air mail service from Moscow to Irkutsk, in central Siberia, a distance of almost 3,000 miles, followed by full passenger service in 1931. In 1930, Dobrolet took over the southern lines from Moscow to the Black Sea and the Caspian from Ukrvozdukhput, the Ukrainian airline based in Kharkov, which had started service in 1923. In the same year, it opened another isolated route in the Far East, as a branch from Khabarovsk, on the Trans-Siberian Railway, to Aleksandrovsk, on the island of Sakhalin. A link with Central Asia had been forged with a route from Moscow to Tashkent. Standard equipment at this time was the eightseat Kalinin K-5, which had a marked resemblance to the Dornier Merkur. By the early 1930s, the Soviet aircraft industry was beginning to establish itself. In July 1929, Mikhail Gromov (as

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revered in Russia as Lindbergh was in the United States) made his second goodwill tour of Europe with the ANT-9 Krylya Sovyetov (Wings of the Soviets). In 1932, the Soviet Union consolidated its airline industry. Dobrolet became Aeroflot, which completed the transSiberian route in 1933, following the line of the famous railway but making the Moscow-Pacific journey in about three days instead of two weeks. By 1934, the airline had dispensed with foreign aircraft as Andrei Tupolev, preeminent among Russian designers, began to create workmanlike machines that did not break records but were adequate for the challenging task of coping with the Siberian climate. The four-engine ANT-6 was put into service with Aviaarktika, founded in 1930 specifically to develop aviation in the Arctic. In June 1937, the single-engine Tupolev ANT-25 was used by Valery Chkalov and his crew, who flew nonstop over the North Pole from Moscow to Vancouver, Washington; a month later, not to be outdone, Gromov flew nonstop from Moscow to San Jacinto, California. By 1940, the year the Soviet Union entered World War II, Aeroflot’s route map was impressive, with many routes radiating from Moscow to link all Soviet major cities and industrial areas and venturing to a few points in eastern Europe. It had also taken over Deruluft, the jointly owned GermanSoviet airline that since 1922 (following the signing of the Treaty of Rapallo) had linked Berlin with Moscow and St. Petersburg; ANT-9s were serving neutral Stockholm. The wartime years saw the introduction of the ubiquitous Douglas DC-3, more than 6,000 of which were built under license as the Lisunov Li-2 in Tashkent. The early postwar years saw a gradual recovery to peacetime conditions. Aeroflot did its best using indigenous designs and, rather like the British, had to start almost from scratch, as the war effort had demanded full concentration on military types. Two fine aircraft designers joined Andrei Tupolev in the commercial field. Sergei Ilyushin saw his Convair 240–like, 18-seat Ilyushin Il-12 go into service in 1946, with the improved 32-seat Il-14 following in 1954. Another unheralded success was the Polikarpov U-2, a versatile performer, beloved among Soviet airmen as a trainer (rather like the U.S. Piper Cub or the British Tiger Moth) and used selectively by Aeroflot. One of the most versatile Aeroflot aircraft was the Antonov An-2, which made its first flight on 31 August 1947. This 12-seat biplane was at home on wheels, floats, or skis, could land and take off in about 100 meters, and was used by the thousands all over the Soviet Union, serving hundreds of communities from the Baltic Sea to the Bering Strait. Total production exceeded 20,000. Aeroflot struggled along with the Il-14 as its flagship un-

til the Soviet aircraft industry took the world by surprise on 22 March 1956, when a government delegation flew into London in a 50-seat Tupolev Tu-104 jet airliner. It entered service with Aeroflot on 15 September of that year, on the Moscow-Omsk-Irkutsk route, cutting the time from 18 hours to seven, and took its place in history as the first sustained airline jet service in the world. The Soviet aircraft manufacturing industry shifted into high gear in 1957. The Ilyushin Il-18, the giant Tupolev Tu-114, and the Antonov An-10, all four-engined turboprops, entered service in that year. Aeroflot deployed them everywhere, and quite a few were exported. The An-10 became the standard equipment for the Arctic regions and started a Great Circle route from Moscow to Khabarovsk, via northern Siberia, in August 1960. In a similar way, Andrei Tupolev’s Tu-114 was remarkable, being for several years the largest and longest-range airliner in the world. It was also the first Soviet-built airliner to be operated by a noncommunist airline, when Japan Air Lines used it for its TokyoMoscow service. The Soviet solution to the long-range airliner was the Ilyushin Il-62, which was modeled on the British Vickers VC-10 and entered domestic service on 10 March 1967 and international service (to Canada) on 15 September. The direct Moscow–New York route, via Shannon and Gander, opened on 15 July 1968, and Aeroflot began to reach across the globe. Measured by passenger-kilometers flown, it was now, by a considerable margin, the largest airline in the world. During the latter decades of the twentieth century, Aeroflot took its place among the flag-carrier airlines of the world and acquitted itself well. Its reputation for elegant service was not up to the standards of Western airlines, but Aeroflot’s safety record, based on statistics rather than perception, was no worse than those of many Western airlines. The pilots and aircrews were proud and competent. They had to be: The airfields in Siberia were often potholed, and navigational aids across the endless taiga and tundra were few and far between. Under the communist system, Aeroflot had no competition within the Soviet Union. It was the state airline, and so it enjoyed a monopoly as the transportation service of the entire country, and its aircraft provided all kinds of aerial work: crop-spraying, forestry and fishing patrols, ambulance and emergency services, and support in building oil pipelines, power lines, and railroads. Additionally, it was the air transport service for the Soviet armed forces, its role ranging from special flights for top brass to the transport of political prisoners to the labor camps of the Gulag. By 1990, its route network was enormous. Almost 2,000 small communities in the Soviet Union were served by the ubiquitous An-2, backed up by the Czech Let L410 19-seat

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turboprop and the 32-seat Yakovlev Yak-40 trijet feederliner. Antonov An-24 twin turboprops were to be seen everywhere. On the main routes, Il-14s and Tu-104s had been replaced by 700 Tupolev Tu-134 twinjets and more than 1,000 Tu-154 trijets, the Soviet equivalents of the Douglas DC-9 and the Boeing 727, respectively. Aeroflot helicopters, ranging from the eight-seat Mil Mi-4 to the huge Mil Mi-26, with a payload of 20 tons, performed work of all kinds, from airlifts of electricity transmission towers to passenger service into remote Arctic villages where no airfields existed. Its freighter aircraft included the massive Antonov An-124, whose immense fuselage could swallow a Lockheed C-5A. Its wide-bodied 350-seat Ilyushin Il-86 passenger flagship had the unique convenience of a lower-level baggage compartment, enabling passengers to board and disembark far more quickly than on other jumbo jets. By 1991, when the transition from Soviet Union to the Commonwealth of Independent States took place, Aeroflot had almost 11,000 aircraft, including 3,000 An-2s and 3,400 helicopters. Staff numbers exceeded 600,000. With the dissolution of the Soviet Union in 1991, the allembracing Aeroflot was dismantled. Its assets in aircraft, installations, and staff were distributed among 32 local regions, and new, independent airlines were created in its place. Its fleet now reduced to 103 airliners, the aging giant was reduced to a shadow, retaining responsibility only for overseas and foreign routes. Relieved of the obligation to use Soviet-built (now Russian or Ukrainian) aircraft, Aeroflot turned to the West for more efficient equipment. On 24 January 1990, it confirmed an order for Airbus A310s. Service standards have visibly improved, and its safety record is no longer questioned. As it enters the twenty-first century, Aeroflot is now the aerial standard-bearer of the new Russia, a respected member of the worldwide fraternity of airlines.
R.E.G. Davies
See also Tupolev Aircraft References Davies, R.E.G. A History of the World’s Airlines. London: Oxford University Press, 1964.

Defense (later changed to Ministry of Armed Forces) and set out to form the Aeronautica Repubblicana (AR; the Republican Air Force). Many rallied to Botto’s radio appeals to defend Italian skies, and manpower eventually rose to 15,000, including nonfliers who often joined solely to support their families or escape deportation to Germany. Eventually, the Germans allowed Botto to form, for each specialty, a group consisting of three operational squadrons and one training squadron, a communications regiment, an antiaircraft artillery organization, and a parachute regiment. In reality, the AR formed two fighter groups (which went into action against Allied bombers in January and April 1944), a torpedo-bomber group (March 1944), and a transport group (April 1944, which operated solely in Finland). Paratroopers fought as infantry on the Anzio front, but other flying units never became operational. The AR operated gallantly under Luftflotte 2 (Second Air Force) control, albeit its effectiveness was limited by resources and the Nazis’ grip on Italian industry, facilities, and manpower. Further problems arose from fascist attempts to politicize the AR, which caused Botto to resign in March 1944. He was replaced by General Arrigo Tessari, who obtained some Messerschmitt Bf 109 fighters from the Germans but was unable to change the Nazis’ hostility. June 1944 saw the AR strike Gibraltar from southern France and change its name to the Aeronautica Nazionale (National) Repubblicana, but in August 1944 Luftflotte 2 attempted to incorporate it forcibly. When the Italians refused to swear oaths to Hitler and wear German uniforms, Mussolini interceded with Hitler, and Operation PHÖNIX was canceled. Tessari was sacked with those who had assisted the Germans, and his place was taken by General Ruggero Bonomi. Unfortunately, the ANR had been gutted, and it was only in November 1944 that the 2d Fighter Group returned to combat, followed by the 1st Fighter Group in February 1945. Despite heavy losses, the two units fought until mid-April. The ANR disbanded or surrendered to the Allies in an orderly fashion, but on 29 April the 1st Fighter Group’s beloved commander, Major Adriano Visconti, was summarily executed by communist partisans and instantly became a hero-martyr. All other ANR personnel were expelled from the Italian armed forces; some were readmitted during the Cold War.
Gregory Alegi

Aeronautica Nazionale Repubblicana (ANR)
Italian air service during World War II. After the Italian armistice in World War II, Germany formed the Repubblica Sociale Italiana (RSI; the Italian Social Republic) in territory still under Nazi control and reinstalled Mussolini as leader. The respected Colonel Ernesto Botto was appointed undersecretary for aeronautics of the unified Ministry of National

References Alegi, Gregory.“La Legione che non fu mai.” Storia Contemporanea 33, 6 (December 1992). Beale, N., F. D’Amico, and G.Valentini. Air War Italy. Shrewsbury, UK: Airlife, 1996. Brookes, Andrew. Air War over Italy. Shepperton, UK: Ian Allan, 2000. D’Amico, Ferdinando, and Gabriele Valentini. Regia Aeronautica. Vol. 2. Carrolton, TX: Squadron/Signal, 1986.

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Aeronautical Research Establishments

Aeronautical Research Establishments
As politicians, military officials, and industrialists came to recognize the potential utility of airpower, aeronautical research establishments rose to advance aviation research and development. Large, well-financed research facilities were launched in most European nations and the United States as the military, industry, and academy converged to promote inquiry on the problems of flight. France and Germany were early proponents of airpower. France centered aeronautical research first at the Aviation Science Institute, Athena Coustenis Observatorie, Meudon, and later at a special laboratory beneath the Eiffel Tower. In 1912, the German government and industry organized the German Aviation Fund to raise money for military aircraft. This fund supplied partial funding for the German Research Institute for Aviation, a civilian agency created as a central conduit for aeronautical investigation. This institute performed technical inquiries for the military and industry— though its civilian emphasis eroded as World War I approached. In 1916, the German War Ministry drew up plans for an extensive aeronautical research facility at Rechlin on Muritz Lake. In 1918, Rechlin became the chief aeronautical experiment station and testing site for the German Army. The Treaty of Versailles forbade Germany an air force, but testing and research continued at Rechlin under the auspices of the Rapallo Treaty. When Hitler created the Luftwaffe in 1935, Rechlin became the chief experimental facility for the Reich Air Ministry. Rechlin continued in this capacity throughout the 1930s and World War II, contributing much to the development of the Luftwaffe. Badly bombed in the final days of the war, Rechlin’s once extensive facilities were virtually wiped out at war’s end. Today an aeronautical museum sits on the site. The United States and Great Britain followed their French and German counterparts in building aeronautical research establishments. Aviation inquiry in the United States received impetus in 1915 when Congress established the National Advisory Committee for Aeronautics (NACA) to correct America’s deficiencies in aviation. NACA’s enabling legislation offered the possibility of an aeronautical research laboratory, and in 1916 Congress appropriated $85,000 for that purpose. In 1920, Langley Memorial Aeronautical Laboratory, NACA’s first research facility, was formally dedicated. Langley allowed NACA to abandon its previous policymaking role and concentrate on research. NACA expanded Langley’s facilities and subsequently opened two additional laboratories: the Ames Aeronautical Laboratory and the Flight Propulsion Research Laboratory. Britain’s interest in airpower began as early as 1892, when the War Office created a balloon factory to design and build dirigibles. As interest in dirigibles waned, the factory changed its emphasis and, after moving to Farnborough in

1912, became the Royal Aircraft Factory. In 1916, the British government decided to transfer design and manufacture of aircraft to industry, confining Farnborough to research. In 1918, the War Ministry renamed it the Royal Aircraft Establishment (RAE) to avoid confusion with RAF, the acronym for the Royal Air Force. The RAE would remain Britain’s chief aeronautical research facility for the reminder of the century. In the space age, research establishments have continued to explore new frontiers in flight. France has centered its research at the Office National d’Etudes et de Recherches Aerospatiales, a public institution responsible to the French Ministry of Defense. In reunified Germany, the German Aerospace Center has sustained a long tradition of aviation research and development. The U.S. National Aeronautics and Space Administration (NASA), NACA’s successor, has expanded research at Langley, Ames, and other research facilities around the country. The establishment at Farnborough has undergone various name changes in response to developments and changing research agendas. In 1988, it became the Royal Aerospace Establishment; in 1991, the Defense Research Agency; and in 1995, the Defense Evaluation and Research Agency. Farnborough retained its military emphasis throughout the years, but in the wake of declining military research in the late 1990s the Labor Government decided to divest itself of the facility and shift it to civilian purposes—a move that drew the ire of the Conservative Party and press. The Ministry of Defense selected TAG Aviation to operate the facility when it shifted from military to civilian operations in 2001.
Daniel E. Worthington
See also Balloons; British Aerospace; German Air Force (Luftwaffe); National Advisory Committee for Aeronautics; National Aeronautics and Space Administration; Wind Tunnels; World War I Aviation; World War II Aviation References Gray, George W. Frontiers of Flight: The Story of NACA Research. New York: Knopf, 1948. Morrow, John H. Jr. Building German Airpower, 1909–1914. Knoxville: University of Tennessee Press, 1976. ______. Great War in the Air: Military Aviation from 1909 to 1921. Washington, DC: Smithsonian Institution Press, 1993. Schultz, James. Winds of Change: Expanding the Frontiers of Flight: Langley Research Center’s 75 Years of Accomplishment, 1917–1992. Washington, DC: National Aeronautics and Space Administration, 1992.

Afghanistan War (1978–1992)
The 1978–1992 war started after Afghan communists took power in April 1978 and established the Democratic Republic of Afghanistan (DRA). The air force—organized and

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equipped along Soviet lines since the 1950s—failed to defeat widespread Islamic guerrillas supported by Pakistan and, eventually, the United States. In 1979, the Soviets sent advisers and helicopters to help the DRA. In December 1979, the Soviets invaded Afghanistan, making extensive use of transport aircraft to airlift forces, replacing failed communist leaders with a proMoscow leader. Strong Soviet ground and air forces were then involved in a bitter guerrilla war from 1979 to 1989. Soviet and DRA helicopters proved vital for air assaults, tactical mobility, and firepower. Much use was made of fighter-bombers, creating immense refugee flows, plus highaltitude bombing by strategic bombers and converted transports. Transport aircraft provided resupply from the Soviet Union. The Afghan resistance had minimal air defenses until extensive aid arrived from the United States (and other friendly countries). One stronghold, the Panjshir Valley, was defended by only 13 heavy machine guns in 1982 but more than 200 by 1984. The resistance had no aircraft. The only air combat occurred during Soviet and DRA air strikes on proresistance Pakistani forces during 1984–1987. Twelve aircraft were shot down by Pakistan. One Pakistani F-16 was lost to friendly fire. The resistance had a few Soviet-designed SA-7 man-portable SAMs until 1986. Then, U.S.-designed Stinger SAMs were supplied. Although high Stinger claims were not borne out postwar, its dozens of kills still had a tremendous impact. Political change in the Soviet Union led to withdrawal of combat forces in 1989. Soviet combat losses for 1979–1989 were 118 airplanes and 333 helicopters, the DRA 111 airplanes and 160 helicopters. In 1989, the Afghan air force that the Soviets had built up helped repulse resistance attacks, especially at Jalalabad. They were supported by a large-scale Soviet resupply airlift, which continued until the end of 1991. The pro-Moscow regime fell in April 1992.
David C. Isby
See also Counterinsurgency Operations; Mil Aircraft References Isby, David C. War in a Distant Country. London: Arms and Armour, 1989. Urban, Mark. War in Afghanistan, 2nd ed. London: Macmillan, 1990. Youssaf, Mohammed, and Mark Adkin. The Bear Trap. London: Leo Cooper, 1992.

inspector with Caproni during World War I, after the Armistice Agusta established in Libya an aircraft overhaul business (although the firm was incorporated only in May 1953). Returning to Italy, in 1924 Agusta built a hangar at Cascina Costa (near Varese) on land leased from the Regia Aeronautica (the Italian air force).Activity focused on maintenance and the manufacture of spares, but several motorglider prototypes were built. The first series production was an order for Romano Ro.41 biplanes under license, the company’s first series production. In World War II Agusta continued to overhaul aircraft and build Ro.41 and Avia FL.3 trainers. In 1952, Agusta agreed to build the Bell 47 helicopter under license. The first Agusta-Bell (AB) 47 flew in May 1954 and was followed by more than 1,000 production models. Large quantities of the entire Bell range were built, including the AB.204, .205, .206, .212, and .412.Augusta production included the Sikorsky H-3/S-61 family and the Boeing CH-47. To cope with demand, the firm subcontracted airframe work to neighboring SIAI Marchetti, which Agusta bought in 1973. Agusta gradually established its design capability, and after some experimental types, the advanced A.109 (1971) was put into production, some 700 being built by 2001.At its 1985 peak, Agusta employed about 10,000 people in three divisions—helicopters (accounting for 76 percent of sales), airplanes (21 percent), and aerospace systems (2 percent). Agusta was acquired in 2001 by IRI-Finmeccanica, cutting its workforce to 6,000. Agusta launched the BA.609 tiltrotor and AB.139 tactical helicopter with Bell.A merger with Westland was announced in summer 2000 and received antitrust approval in November.
Gregory Alegi
See also Bell Aircraft; Boeing-Vertol CH-47 “Chinook”; Breda; Caproni Aircraft; Helicopters, Military Use; SIAI Marchetti References Donald, David, and Jon Lake, eds. Encyclopedia of World Military Aircraft. London: Aerospace, 1996.

Aichi Aircraft
Aichi Tokei Denki K.K. (Aichi Clock and Electric Company Ltd.), the fourth largest aircraft manufacturer in Japan during World War II. Aichi entered into the industry in 1920 when it began making airframes and expanded in 1927 when Aichi began building engines. Aichi had four primary aircraft that it produced. The D3A, which carried the Allied code name “Val,” was a fixedgear dive-bomber that sank more Allied fighting ships than

Agusta
Italian helicopter manufacturer. Giovanni Agusta (1879– 1927) flew a biplane glider in Capua in 1910. A foreman and

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any other Axis aircraft. The Val was most famous for its devastating role at Pearl Harbor. Although the plane’s technology was outdated by war’s end, it was still in service with many units and as a kamikaze weapon. The D4Y Suisei (Allied code name “Judy”) was designed by Yokosuka Aircraft but was mass-produced by Aichi. Its original role was to replace the Val in its dive-bombing duties, but it evolved into the role of reconnaissance and night interception. The Judy first saw combat in February 1944 at Truk Island. Late in the war the Judy was also used as a kamikaze weapon. Aichi’s E16A Zuiun floatplane (Allied code name “Paul”) was originally designed as a reconnaissance aircraft but evolved into a dive-bomber. The B7A Ryusei (Allied code name “Grace”) was Aichi’s torpedo-bomber. The aircraft was unique for the Japanese Imperial Navy, for it sported a gull-wing design. Production of the Grace was devastated in May 1945 when an earthquake hit the Tokai district in Japan. At war’s end only about 100 B7As had been produced.
David A. Pluth
References Francillon, Rene J. Japanese Aircraft of the Pacific War. London: Putnam Aeronautical Books, 1970.

Plain of Jars. During the war in Laos, Air America was called upon to perform paramilitary tasks at great risk to the aircrews involved. Some Air America pilots flew in Laos for more than a decade, braving enemy fire and surmounting challenging operational conditions with rare skill and determination. As pointed out by a senior agency official during the dedication of a plaque to Air America personnel at CIA Headquarters in May 1988: “The aircrew, maintenance, and other professional aviation skills they applied on our behalf were extraordinary. But, above all, they brought a dedication to our mission and the highest standards of personal courage in the conduct of that mission.” In April 1972, CIA Director Richard Helms ended a lengthy debate within the CIA over the continued need for a covert airlift capability, and he ordered the agency to divest itself of ownership and control of Air America and related companies. Air America would be retained only until the end of the war in Southeast Asia.
Henry M. Holden
References Robbins, Christopher. Air America. New York: Putnam, 1979. Love, Terry. Wings of Air America. Atglen, PA: Schiffer, 1998.

Air Commandos Air America
Airline secretly owned by the U.S. Central Intelligence Agency (CIA). The airline’s roots date to 1950, when the CIA purchased the assets of Civil Air Transport (CAT), an airline that had been started in China after World War II by General Claire L. Chennault. CAT continued to fly commercial routes throughout Asia, acting as a privately owned commercial airline. At the same time, under the corporate guise of CAT Inc., it provided airplanes and crews for secret intelligence operations. By the summer of 1970, the airline had almost 50 twin-engine transports, short takeoff and landing aircraft, and 30 helicopters dedicated to operations in Laos. Air America crews transported tens of thousands of troops and refugees. They flew nighttime airdrop missions over the Ho Chi Minh Trail and engaged in numerous clandestine operations.Without Air America’s presence, the CIA’s effort in Laos could not have been sustained. In January 1961, Air America delivered weapons to the first 300 trainees. With authorization to arm and train 1,000 Hmoung tribesmen as a test of the concept, CIA station chief James W. “Bill” Lair visited Vang Pao and arranged for an arms drop at Pa Dong, the famous mountaintop base south of the The 1st Air Commando Group (ACG) achieved several military “firsts” in the jungles of Asia while more glamorous campaigns in Europe captured headlines during World War II. Japan invaded Burma on 23 December 1941 to cut off Allied supplies between India and China, to use Burma as a wedge to strike into China and India, and as a buffer to protect Japan’s conquests of Thailand, French Indochina, and China. Burma’s rail and road development was minimal; rivers were the major means of transport. The region’s mountains, rivers, jungles, insects, and drenching monsoons posed a problem for invaders and British forces in Burma were minimal, trusting in topography and climate to aid their defense. Burma command was placed under General Archibald Wavell, commander of British forces in India, on 12 December 1941. When Chiang Kai-shek offered Chinese armies, a dubious Wavell accepted, because with the help came Claire L. Chennault’s American Volunteer Group, the famous Flying Tigers. Singapore fell on 15 February 1942, giving Japan access to the Malay Peninsula. General Sir Harold Alexander abandoned Rangoon on 8 March 1942, cutting off support for Allied defenders in Burma. British Major General William J. Slim left more than half of his army, not trained for jungle

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warfare, in Burma and escaped with 12,000 men, reaching India on 16 May 1942. U.S. Lieutenant General Joseph W. Stilwell, seeking to defend the Mandalay railway, led a Chinese army into Burma that broke in the face of the enemy. Without rail or road, Stilwell trekked into Imphal, India, three days later. In March 1942, British Colonel Orde C. Wingate noted that Japan had light concentrations of lesser-trained troops in Burma’s interior. He proposed Long-Range Penetration (LRP)—a commando force placed behind Japanese lines. LRP would create confusion in enemy areas, cutting off supplies and communications to weaken coordination of enemy campaigns.At the Quebec Conference in 1943, U.S. President Franklin D. Roosevelt and British Prime Minister Winston Churchill endorsed Wingate’s strategy and urged U.S. Army Air Forces General Henry H.“Hap”Arnold to develop a plan. Arnold wrote: “We visualized an air commando force, the first in military history. Large numbers of Allied ground troops would be conveyed by aircraft deep into Burma, and once there they would be supplied wholly by air. General Wingate believed that, while the Japanese were excellent jungle fighters, well-trained Allied troops could defeat them at their own game, provided they were mobile, in sufficient force, and exploited the military value of surprise.” On 26 August 1943, British Admiral Lord Louis Mountbatten and Arnold proposed an experiment in aerial warfare: a highly mobile LRP force, complete with its own transportation and services. It was code-named Project Nine, and Arnold found resourceful leaders in Lieutenant Colonel Phillip G. Cochran, who had distinguished himself leading a P-40 squadron in North Africa, and Lieutenant Colonel John R. Alison, well experienced in the P-40 in China with Chennault. In December 1943, Project Nine, renamed the 5318th Provisional Unit, equipped with Sikorsky YR4 helicopters, L-5 and L-1 light planes, B-25s, P-51s, Noorduyn C-64s, Waco CG4A gliders, and C-47s, began training with Wingate’s Special Force. On 5 March 1944, Operation THURSDAY was launched. C-47s towed gliders from India, more than 200 miles over 7,000-foot mountains, to land 539 men, three pack mules, and almost 33 tons of equipment, including a bulldozer, at “Broadway,” 165 miles inside Japanese lines. Only 37 of the 52 gliders made it; the force lost 31 killed and 40 wounded to crashes. Without enemy resistance, a runway was graded and used by C-47s and P-51s to attack Japanese airfields, provide supplies and close air support for Wingate’s forces, and disrupt enemy transport and communications. On 24 March Wingate was killed in an air crash; five days later the unit was officially named the 1st Air Commando Group. By May 1944, monsoons made aerial supply impossible, the 1st ACG and the Special Forces troops were fatigued,

and the unit was withdrawn and reorganized. The bomber section was eliminated, troop carrier squadrons were added to transport Chinese troops and supply China, and new P-47s allowed operations to resume. Success led to a 2d and 3d ACG composed of fighter squadrons, aircraft maintenance, personnel support facilities, medical detachments, and troop carrier squadrons of C-47s and gliders. The 2d ACG arrived in India in December 1944. The 3d ACG went to the Philippines in late 1944 and flew missions to Formosa and the China coast before moving to Japan in October 1945. All ACGs were disbanded by 1948.
Richard C. DeAngelis
References Arnold, Gen. H. H.“The Aerial Invasion of Burma.” National Geographic Magazine 86, 2 (1944): 129–148. Sciutti, Capt. W. J., USAF.“The First Air Commando Group, August 1943–May 1944.” Journal of the American Aviation Historical Society 13, 3(1968): 178–185. Van Wagner, R. D. Any Place, Any Time, Any Where: The 1st Air Commandos in WW II. Atglen, PA: Schiffer Military History, 1998.

Air (Aerospace) Defense Command (ADC)
Major U.S. Air Force command responsible for the air defense of the United States. The first command with this name was established as a small planning headquarters on 26 February 1940, but it was disbanded in June 1941. ADC was revived on 21 March 1946 as one of the three central USAF combat commands of the Cold War, along with Strategic Air Command (SAC) and Tactical Air Command (TAC). ADC and TAC were soon overshadowed by SAC and sorely lacked for funding; as a result, in November 1948 both were folded into the newly created Continental Air Command (CONAC). ADC continued only as a planning command within CONAC and was abolished altogether in July 1950. In January 1951, however, in the wake of the first Soviet atomic test and massive increases in U.S. defense spending, ADC was reestablished as a major command. Cooperation with the Canadian armed forces, already close since the establishment of the Permanent Joint Board on Defense in August 1940, grew even closer in 1951 with the appointment of Royal Canadian Air Force liaison officers to ADC headquarters. During its heyday in the 1950s and early 1960s,ADC rapidly expanded in resources and influence as it attempted to keep pace with the growth of the Soviet strategic nuclear threat. At its height in the late 1950s, ADC’s budget rivaled that of SAC, with ADC’s 250,000 personnel exercising control over air defenses that included more than 2,000 fighter-

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interceptors and several different series of radar installations that sprawled from Alaska to Greenland. To coordinate the air defense activities of the other services, in September 1954 ADC was subordinated to the newly created joint Continental Air Defense Command (CONAD). This closer interservice cooperation was soon followed by closer international cooperation with the creation in September 1957 of North American Air Defense Command (NORAD) and its system of joint command of U.S. and Canadian air defenses. After the first Soviet ICBM tests of 1957, fears of a “bomber gap” were soon replaced by fears of a “missile gap,” which threatened to make many of ADC’s weapons systems obsolete just as they were coming on line.As the major component force of both CONAD and NORAD, ADC gradually shifted its emphasis from antiaircraft defense to antimissile warning and defense, a change recognized in 1968 by its designation as the Aerospace Defense Command. Throughout the 1970s, most of its air defense missions were transferred to units of the Air Force Reserve and the Air National Guard, and in March 1980 ADC was disbanded, its remaining units divided among TAC and SAC.
David Rezelman
See also Antimissile Defense; Ballistic Missile Early Warning System; Cold War; Continental Air Command; Distant Early Warning; North American Air Defense Command; SAGE Defense System; Sputnik; Strategic Air Command; Tactical Air Command References Bruce-Briggs, B. The Shield of Faith: A Chronicle of Strategic Defense from Zeppelins to Star Wars. New York: Simon and Schuster, 1988. Schaffel, Kenneth. The Emerging Shield: The Air Force and the Evolution of Continental Air Defense, 1945–1960. Washington, DC: Office of Air Force History, United States Air Force, 1991.

Air Interdiction (AI)
The delay, disruption, or destruction of enemy forces or supplies en route to the battle area. A distinction is often made between strategic and tactical interdiction. The former refers to operations whose effects are broad and long-term; tactical operations are designed to affect events rapidly and in a localized area. AI is a core airpower mission that has been conducted since World War I by virtually all air forces. In that war, the goal was to isolate the battlefield by strafing and bombing enemy supply lines. Favorite targets were railroad lines, bridges, and truck convoys. Due to the primitive state of aircraft and weapons technology, as well as the undeveloped nature of air doctrine and tactics, AI missions in World War I were of limited utility.

The potential of AI was clearly recognized, however, and during World War II it once again became a major mission of air forces. Although AI operations were conducted in all theaters, the most extensive and thoroughly analyzed were those of the United States and United Kingdom against the Axis. Specifically, the Allies launched major AI efforts in the North African, Italian, and Normandy campaigns. The venues for these three campaigns were markedly different in terms of weather, terrain, the enemy’s supply and transportation infrastructure, and the availability of intelligence regarding the enemy. As a consequence of these differences, the results of AI also varied. The greatest success was in the desert terrain of North Africa, where Axis forces also relied heavily on vulnerable and visible sea convoys across the Mediterranean Sea. The Italian campaign, by contrast, was characterized by mountainous terrain, poor weather conditions, and shortened German supply lines. The diverse results of these two campaigns taught air planners differing lessons. AI has continued to play a major role in conflicts since World War II. It was used extensively in U.S. conflicts in Korea,Vietnam, Iraq, and Serbia, as well as in wars between Israel and the Arab states in the Middle East. Once again, differing local conditions and political restraints have had an enormous effect on how AI was conducted and the degree to which it was successful. In Vietnam, for example, the strategic interdiction campaign known as ROLLING THUNDER (1965–1968) was largely unsuccessful. The dense jungle terrain, poor intelligence on enemy movements, and political restrictions on targets struck made U.S. AI efforts largely futile. The flow of supplies and reinforcements from North Vietnam to their units in South Vietnam was not seriously affected. In contrast, Coalition AI efforts in the Gulf War (1991) were extremely successful in isolating front-line Iraqi units from their bases in the rear. Intelligence, much of it derived from space and airborne sensors, gave an unusually clear picture of enemy locations, and the open desert terrain similarly facilitated AI operations. When assessing AI efforts over the past century, it is possible to identify several factors that will have an impact on success. First, air superiority is essential for AI because it permits a more thorough identification and attack of enemy forces and supplies while also exposing the attacking aircraft to less risk. Second, intelligence regarding enemy dispositions, movements, stockpiles, and intentions is crucial. In the North African campaign, for example, “Ultra” intelligence sources gave the Allies a clear picture of Axis shipping in the Mediterranean. In contrast, in Vietnam the United States had a very poor understanding of Vietcong and North Vietnamese activities. Third, weather and terrain will have a major impact on AI’s success or failure. One factor included

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The Lockheed Martin F-16s of the Air National Guard have taken on a prominence in American skies since the terrorist strike of 11 September 2001. This Fighting Falcon of the 174th Tactical Fighter Wing is truly a part of the “Total Force” of U.S. air power. (U.S. Air Force)

here is the ability to conduct AI at night or in marginal weather—conditions that assist the clandestine movement of forces and supplies. Fourth, AI operations must be persistent. If an enemy is allowed a respite, it will resupply and stockpile, making the AI effort ineffective. Fifth, air planners must have realistic objectives. It is virtually impossible to totally isolate the battle area—something will always get through, and that amount may be enough to sustain the enemy. For example, even if 95 percent of all supplies to Axis forces in Italy during World War II had been stopped—an impressive feat—there would still have been enough matériel getting through for Axis forces to conduct effective defensive operations. The sixth factor is related and is perhaps the most important: There is a symbiotic relationship between air and surface forces in a successful AI campaign.An enemy that is quiescent and stationary consumes few resources while also presenting few targets. If, by contrast, enemy forces are attacked and flushed from their defensive positions by friendly surface forces, they will consume far more resources, especially fuel and ammunition, while also exposing themselves to air attack. AI will continue to be an important mission in future conflicts, and it will continue to evolve in character. Enemy forces can be expected to become increasingly adept at camouflage, deception, hardening, air defense, and the use of decoys.Air forces, however, have new air- and space-based sensors, as well as increasingly effective munitions, which make it easier to locate and destroy enemy forces and supplies.
Phillip S. Meilinger

See also Missiles, Air-to-Air; ROLLING THUNDER; STRANGLE; Tactical Air Warfare References Mark, Eduard. Aerial Interdiction: Air Power and the Land Battle in Three American Wars. Washington, DC: Center for Air Force History, 1994. Prados, John. The Blood Road: The Ho Chi Minh Trail and the Vietnam War. New York: John Wiley and Sons, 1999. Sallager, F.M. Operation “Strangle”: A Case Study of Tactical Air Interdiction. Santa Monica, CA: RAND, 1972. Staaveren, Jacob Van. The United States Air Force in Southeast Asia: Interdiction in Southern Laos, 1960–1968. Washington, DC: Center for Air Force History, 1993.

Air National Guard (ANG)
U.S. service arm that claims a heritage dating to the states’ flying squadrons between the world wars, but its official existence dates to defense reorganization in 1947. Under the National Guard Bureau, it is a state organization with a federal mission and U.S. Air Force funding, training, organization, and equipment. In peacetime, it provides humanitarian and disaster assistance under state control; its units are subject to activation in national emergency. Air Force leaders accepted the ANG due to the political influence of its backers, then left it marginally competent, poorly trained, and poorly equipped, the playground of the “weekend warrior.” Mobilization for the Korean War in 1950 was a fiasco, forcing the Air Force to upgrade the ANG’s

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quality in the 1950s. Under President Dwight Eisenhower’s New Look, the guard gradually became a competent if limited force. The Berlin crisis of 1961 demonstrated that the ANG was still inferior to the regular Air Force, unready for combat. In the 1960s the Air Force attempted to desegregate its ANG elements, and it controlled the ANG only when it activated. There was no way of forcing the state units to integrate against their will. Only after the Civil Rights Act of 1964 did the first halting steps begin. In the 1970s the ANG integrated. The turning point came in 1968. To placate the South Koreans, who feared an invasion after the Pueblo crisis, President Lyndon Johnson sent 350 Air Force planes and mobilized 14,000 reservists. After the Tet Offensive, the politically cautious Johnson mobilized 22,000 more for service in Vietnam. The ANG units were combat-ready or became deployable within a month of activation and from June 1968 through April 1969 flew 24,124 sorties and 38,614 combat hours at a cost of seven pilots, one intelligence officer, and 14 planes. The ANG demonstrated competence equal to the regulars. The guard performance in 1968–1969 allowed a switch to Melvin R. Laird’s total force policy in 1970. The ANG enjoyed modern equipment, training, and near equality with the regulars. Over the next two decades, the ANG slowly assumed primary missions once dominated by regulars. DESERT STORM and other Air Force operations depended on the ANG.
John Barnhill
References Gropman, Alan L. The Air Force Integrates, 1945–1964. 2d ed. Washington, DC: Smithsonian Institution Press, 1998. Gross, Dr. Charles J.“A Different Breed of Cats: The Air National Guard and the 1968 Reserve Mobilizations.” Air University Review 34, 2 (January-February 1983).

Air Rescue
Air rescue, specifically combat air rescue, dates back to before World War II when the German Luftwaffe established the Seenotdienst, its equivalent of an air rescue service. The Germans converted a small number of Heinkel 59 (He 59) biplane floatplanes and incorporated rescue boats for service in the Seenotdienst. During World War II, both England and the United States established dedicated air-sea rescue units, but it was the Germans who first pioneered what would become known as combat search and rescue (SAR) to include using dedicated rescue aircraft and boats as well as incorporating fighter planes as escorts. Before the Battle of Britain, rescue aircraft were treated as

sanitary vehicles, or “flying ambulances.” But in 1940, British Prime Minister Winston Churchill ordered Seenotdienst aircraft shot down when it was discovered the Germans were using them for reconnaissance as well as aircrew recovery. Since then, combat aircrew recovery vehicles have been fair game. Although Germany led the way in developing air rescue, the U.S. Army Air Forces soon caught up. Rescue versions of the B-17 and B-29, designated the SB-17 and SB-29, were used to drop life rafts and even laminated mahogany boats to downed crews. Before the war’s end, 0A-10 Catalina flying boats and Sikorsky R-4 and R-6 helicopters were used, the latter being credited with saving 43 airmen from the jungles of Indochina and Burma. During the Korean War, the U.S.Air Force added Sikorsky H-5s and, later, much more capable H-19s to the inventory of the Air Rescue Service. These aircraft, escorted by North American F-51 Mustangs and working in conjunction with SA-16 twin-engine amphibians, picked up 170 U.S.Air Force, Navy, and Marine aviators along with 84 Allied airmen. Among those rescued was Captain Joseph C. McConnell Jr., who would go on to become the leading ace of the Vietnam War. It was during the Vietnam War that the Search and Rescue Task Force (SARTAF) came of age. Helicopters, a rescue control aircraft, dedicated fighter escorts, and forward air control aircraft all worked as part of a team with specially assigned tasks and tactics developed to cover a variety of situations. During the Vietnam War, the introduction of air-refuelable Sikorsky HH-3Es in 1965, as well as the longer-range, more capable HH-53 in 1967, revolutionized aircrew recovery. SARTAF evolved from using Douglas HC-54s to Lockheed HC-130s capable of performing both the command and control and air refueling tasks. Throughout the war, the most reliable rescue escort fighter was the venerable Douglas A-1 Skyraider (operating under the call sign “Spad”). Although the composition of SARTAF changed as the war dragged on, with A-1s being replaced by Vought A-7s toward the end of the conflict, the basic elements and mission remained the same. By the time the war ended in April 1975, the Aerospace Rescue and Recovery Service (ARRS) was credited with saving 3,888 lives, of which 2,870 were U.S. military personnel. Combat aircrew recovery missions ranged all over the theater, even to the suburbs of the enemy capital; in October 1970, ARRS crews ferried Special Forces teams in a failed attempt to rescue POWs confined in the infamous Son Tay prison some 26 miles north of downtown Hanoi. Today, combat SAR capabilities are resident in the Special Operations Command and the Air Force’s reserve compo-

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nents. Their duties range from plucking hapless crews from sinking vessels, to darting deep into Bosnia and Serbia to rescue downed airmen, to flying combat rescue air patrol for ongoing operations in the Middle East. As the U.S. Air Force enters the twenty-first century, the men and women of the Aerospace Rescue and Recovery Service continue in their heroic tradition “that others may live.”
Earl H. Tilford Jr.
References Berger, Carl, ed. The United States Air Force in Southeast Asia: An Illustrated Account. Washington, DC: Office of Air Force History, 1984. Craven, Wesley Fran, and James Lea Cate, eds. Army Air Forces in World War II, Volume 7: Services Around the World. Chicago: University of Chicago Press, 1958. Tilford, Earl H. Jr. The United States Air Force Search and Rescue in Southeast Asia, 1967–1975. Washington, DC: Office of Air Force History, 1980.

Air Superiority
Generally defined as the degree of air dominance that gives one force the ability to conduct air operations over the forces and territory of another while denying that same ability to the enemy. It was realized early on during World War I that air superiority increasingly was a necessity for successful military operations on land, at sea, and in the air. In fact, the first military air mission was observation—the reconnaissance of enemy territory. In order to mask operations and maintain secrecy, however, it was necessary to prevent enemy reconnaissance. This led quickly to air-to-air combat and the quest for air superiority. The battle for air superiority became a long and costly process during World War II but, to a great extent, determined the outcome of battles, campaigns, and even the war. Clearly, the Battle of Britain saved the British from German invasion. When the Germans and Japanese eventually lost control of their own skies, they suffered tremendous disadvantages and casualties as a result. Air superiority has been a factor in all conflicts since World War II, although it is also apparent that air superiority is of less utility in an unconventional or guerrilla war. It is important to remember the two components of air superiority: to deny the enemy air operations while also conducting them yourself. In order for air forces to be truly effective, both conditions are necessary. This dual nature means that a potential adversary need not build a modern air force to contest the sky; it merely needs to build a capable ground-based air defense system to prevent airpower being

used against him. Because the West, and especially the United States, relies heavily on airpower to achieve its objectives, this is a significant concern. Another issue often discussed is whether air superiority is required at the theater level or simply at the local level where other military operations are occurring. These two concepts would require significantly different forces and doctrines for their implementation. The United States especially has generally opted for the former and attempted to gain air superiority over an entire theater. Indeed, U.S. military leaders believe that having the initiative is crucial and that the air superiority battle is best fought over the enemy’s territory rather than over one’s own. Similarly, the geographical situation can play a determining role in how and where the air battle will be fought. For example, the United States—protected by two oceans—has never had to contend for air superiority over its own territory; by contrast, Germany—with hostile powers on its borders—had a far more immediate problem in controlling its skies during both world wars. The method used to gain air superiority is variable and to a great extent depends on the targets chosen. Typical candidates for attack are the aircraft themselves—either in the air or on the ground—air bases, aircrew members, command and control facilities, radar networks, aircraft/engine factories, and fuel supplies. Air superiority is likely to remain a key requirement for twenty-first-century military operations. The extension of military operations into space will require enhanced technology and employment concepts to ensure space superiority as well.
Phillip S. Meilinger
See also Air Defense Command; Airborne Early Warning; Britain, Battle of; Defense Suppression; MiG Alley; Missiles, Air-to-Air References Cooling, Benjamin F., ed. Case Studies in the Achievement of Air Superiority. Washington, DC: Center for Air Force History, 1994. McFarland, Stephen L., and Wesley Newton. To Command the Sky: The Battle for Air Superiority Over Germany, 1942–1944. Washington, DC: Smithsonian Institution Press, 1991. Spick, Mike. Fighter Pilot Tactics: The Techniques of Daylight Air Combat. New York: Stein and Day, 1983. Walker, J. R. Air Superiority. London: Brassey’s, 1989.

Air Technical Intelligence
As Europe marched toward war early in the twentieth century, the industrial nations raced to develop advanced aircraft. American aviation, isolated from the war geographi-

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Air Technical Intelligence

cally and politically, lagged behind technologically, industrially, and militarily. Major General George O. Squier, head of the Aviation Section of the U.S. Army Signal Corps, forerunner to today’s U.S. Air Force, invited engineers from England, France, and Italy to visit the United States. In turn, more than 100 American engineers and military planners under the direction of Colonel Raynal C. Bolling traveled to Europe in June 1917 to investigate European technology. In July of that year, the first foreign aircraft, a British de Havilland D.H. 4, arrived in New York for study. In October, the Army Signal Corps selected a site north of Dayton, Ohio, at which to build an aviation engineering and testing center—McCook Field. The D.H. 4 also moved to Dayton, where it was used as a pattern for the manufacture of the aircraft, outfitted with American-made machine guns, instruments, and a Liberty engine.When produced in the United States, it was designated the DH-4. The field’s missions included the evaluation of foreign scientific and technical programs related to aircraft—the bedrock of air technical intelligence (ATI). Early work focused on copying or modifying foreign aircraft for American industry; in time, the Foreign Data Section acted as a clearinghouse for information internally to the U.S. Army’s Airplane Engineering Department and externally to American business, education, and military organizations. The unit also translated foreign documents into English. Following the war, the Armistice with Germany brought 347 aircraft to the United States for study and as war relics. In addition, the technical intelligence agency acquired British, French, and Italian airplanes and a collection of engines, machine guns and aerial cannons, navigation equipment, parachutes, and aircraft manufacturing machinery. In 1927, the missions at McCook Field moved across town to Wright Field. During the 1930s, European and Japanese aircraft industries surpassed U.S. industries. With the commencement of World War II, the ATI function at Wright Field grew from fewer than 100 people in July 1941 to nearly 750 by December 1945. Front-line troops sent back captured enemy equipment to Wright Field for assessment. The first German and Japanese aircraft arrived in 1943, and captured equipment soon filled six buildings, a large outdoor storage area, and part of a flight line hangar. One early ATI program involved the collection of factory markings and nameplates, which resulted in the intensive bombing efforts against German ball-bearing plants in 1943. Data collected from the nameplates from some 1,000 Japanese aircraft provided one of the best sources of target data for manufacturing plants on the home islands of Japan. The most famous World War II ATI missions in Europe were Project Lusty and Operation PAPERCLIP. Project Lusty

brought fame to Colonel Harold E. Watson, twice commander of the Air Force’s Air Technical Intelligence Center. Watson and a group of handpicked pilots (known as “Watson’s Whizzers”) gathered German aircraft from the battlefield and sent them back to Wright Field for study. The best known of these aircraft was the Messerschmitt Me 262 jet fighter. Colonel Donald L. Putt—who would go on to attain the rank of lieutenant general, command the Air Research and Development Command in 1953, and serve as the military director of the Air Force Scientific Advisory Board—provided overall guidance for Project Lusty and the collection of aircraft, equipment, and German technical documents in the European theater of operations. Eventually, the German aircraft gathered in Europe, plus V-1 and V-2 missiles, migrated to Freeman Field, Indiana, for evaluation. ATI experts and aviation engineers tested captured Japanese equipment at the Middletown Air Depot south of Dayton. Foreign aircraft also went to Muroc Field (later renamed Edwards AFB), California, for flight-testing, and the U.S. Navy had a test and evaluation center at Patuxent River, Maryland. Operation PAPERCLIP brought more than 200 German scientists and technicians to Wright Field for collaboration with their American counterparts. Initially assigned to the intelligence branch, most of the scientists eventually went to work in the various Wright Field labs. Colonel Howard M. McCoy organized and headed the Air Documents Research Center (ADRC) in London, England, which translated, cataloged, indexed, and microfilmed captured German documents. In 1946, the center moved to Wright Field and became the Air Documents Division within the intelligence organization. Three hundred people processed more than 1,500 tons of documents, adding 100,000 new technical terms to the English language. The technical knowledge gained from these documents revolutionized American industry. In addition to the aviation-related advances, new designs for vacuum tubes used in communications, the development of magnetic tapes used in tape recordings and computers, night-vision devices, improvements in liquid and solid fuels, and advances in textiles, drugs, and food preservation were made available to American manufacturers. The original ADRC function moved to Washington, D.C., becoming today’s Defense Technical Information Center. Other PAPERCLIP scientists, the most famous of whom was Wernher von Braun, helped America develop its space and missile programs. In the Pacific theater of war, General Douglas MacArthur authorized intelligence personnel to take charge of crashed and captured Japanese aircraft and personnel. Captain Frank T. McCoy and Technical Sergeant Francis Williams helped organize a materiel section for air technical intelli-

Airborne Early Warning

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gence operations in Melbourne, Australia, in 1942. In addition to providing information on aircraft and weapons performance, Captain McCoy and Sergeant Williams assigned code names to Japanese aircraft—feminine names for bombers and masculine names for fighters. It may not be surprising that “Frank” and “Frances” became the names of two Japanese aircraft. In October 1944, now Lieutenant Colonel McCoy became officer-in-charge of the newly formed Technical Air Intelligence Unit attached to the Far East Air Forces. The experiences of World War II shaped the future of the U.S. Air Force’s scientific and technical intelligence mission. A July 1947 study articulated a threefold mission for ATI: 1. Ensure the prevention of strategic, tactical, or technological surprise from any source. 2. Provide intelligence required for command decisions and counsel upon air preparedness and air operations. 3. Ensure appropriate counterintelligence measures. Between 1945 and 1950, the mission focus changed. Although the U.S. Air Force’s ATI mission had established an office to track Soviet weapons as early as 1943, it remained small; German and Japanese projects were the top priority. ATI efforts turned increasingly toward the emerging technological threat posed by the Russians in the late 1940s.
Bruce A. Ashcroft
See also Air Technical Intelligence; Japan, Air Operations Against; World War I Aviation; World War II Aviation; Wright-Patterson Air Force Base References Ashcroft, Bruce A. The Beginnings of Air Technical Intelligence, 1912–1941. Wright-Patterson AFB, OH: National Air Intelligence Center, 1994. Jones, R.V. The Wizard War: British Scientific Intelligence, 1939–1945. New York: Coward, McCann and Geoghegan, 1978. Lasby, Clarence G. Project Paperclip. New York: Atheneum, 1975.

tems operators, and a maintenance technician, although the crew can be tailored differently for specialized missions. The crew works at computer workstations that graphically depict areas of interests. The capsule, possessing no onboard sensors, builds a situational representation of the theater through data inputs from other sensor platforms, pilot reports, and coordination with ground combat elements. The operations officer and controllers provide updated targeting information, process postattack assessments, and coordinate air-to-ground strike requests with other agencies to ensure prompt, efficient targeting. The intelligence section provides and receives threat updates to inbound and outbound strike aircraft, as well as maintaining ground order of battle status. The communications operators provide secure radio and satellite communications capability for the crew. The maintenance technician performs any inflight repair to the ABCCC capsule systems. The aircraft is an inflight–refuelable EC-130 modified version of the C-130 Hercules transport aircraft. It carries a flight crew of four: pilot, copilot, navigator, and flight engineer.
Braxton Eisel
References U.S. Department of Defense, United States Air Force. 42d Airborne Command and Control Squadron. Davis-Monthan Air Force Base, AZ: USAF, 1999.

Airborne Early Warning (AEW)
AEW involves using sensors carried onboard aircraft to detect, track, report, identify, and respond to adversary air or surface (land or sea) vehicular movement. First realistically conceived as a U.S. Navy requirement to extend the early detection of enemy aircraft to a carrier fleet in 1942, the first production AEW aircraft, a TBM-3W modified from the Avenger torpedo-bomber, flew in 1945. This early version of a dedicated AEW aircraft, as well as succeeding versions of other modified navel aircraft, all used variants of the APS-20 airborne search radar. The U.S. Air Force and Navy operated larger AEW platforms starting in the early 1950s. Both used versions of the Lockheed Constellation airliner. This system carried both a search radar in a radome underneath the fuselage and a height-finder radar mounted above the fuselage. Used extensively in orbits designed to detect Soviet bombers attacking the United States, the USAF EC- and RC-121s and the USN WV-2 Warning Star saw service in Southeast Asia, providing radar coverage over North Vietnam. The U.S. Navy gained its first purpose-built AEW plat-

Airborne Battlefield Command and Control Center (ABCCC)
Airborne command and control system for executing air-toground and special forces operations. Consists of a mission capsule inside a specially configured EC-130 aircraft. The mission capsule is a 47-foot, 19,000-pound unit containing 15 consoles.A standard crew consists of 12 positions: Director, Airborne Battlestaff, Battlestaff Operations Officer, four weapons controllers, close air support coordinator, an intelligence officer and technician, two communications sys-

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Airborne Laser

A sentinel in the sky, the Boeing AWACS is a force multiplier, able to detect enemy aircraft and electronics and control the actions of friendly aircraft. (U.S. Air Force)

form in the E-2 series of aircraft. Carrying a crew of five (two pilots, three mission crew), the E-2 merged the long range of shore-based aircraft with the compactness needed for carrier operations. Numerous countries operate the E-2 both shore-based and afloat. The U.S. Air Force received its first true AEW aircraft in 1976 with the arrival of the Airborne Warning and Control System (AWACS) based on the Boeing 707 airframe. Carrying a large mission crew and capable of inflight refueling, the E-3 Sentry became the standard for land-based AEW aircraft. It is operated by air forces of the United States, Britain, France, Saudi Arabia, and the North Atlantic Treaty Organization. Japan operates the AWACS system, but on a modified Boeing 767. Other countries have developed different options for AEW. Some are large, complex systems like Chile’s Condor or Russia’s Mainstay, but others have opted for smaller, less expensive systems like Sweden’s Argus airborne system or the British Royal Navy’s helicopter-borne AEW. The newest entry in the AEW field is that of ground surveillance. Platforms such as the USAF’s E-8 Joint STARS system employ a radar optimized for ground reconnaissance. It

can detect very small or very slow moving vehicles from long ranges.
Braxton Eisel
References Armistead, Edwin Leigh LCDR, USN. Grease Pencils and Fluorescent Bananas: The History of Airborne Early Warning Aircraft. Virginia Beach, VA.: E. L. Armistead, 1996. Hirst, Mike. Airborne Early Warning: Design, Development, and Operations. London. Osprey, 1983. Price, Alfred. Instruments of Darkness: The History of Electronic Warfare. New York: Charles Scribner’s Sons, 1978.

Airborne Laser
The airborne laser (ABL) fires a laser beam that can destroy a short-range ballistic missile (SRBM) hundreds of miles away as it lifts off its launching pad, before it starts its deadly trajectory toward a target. The laser generates heat that forms a stress fracture, and the rocket’s internal pressure causes it to burst open. Though a revolutionary weapon, its

Aircraft Armament

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The great hope for the future is that an airborne laser can destroy enemy ballistic missiles with a blast of concentrated energy. (Boeing)

technology is off the shelf. Operators on a Boeing 747-400 focus a basketball-sized beam from the laser onto the missile. There are three smaller lasers on the aircraft. One “lights up” a target; a second tracks it; the third is a beacon laser that controls the laser. The ABL uses beam control to find and track a target and adjust the laser as it travels through the atmosphere. The airborne laser’s mirror is an adaptive optic. Minute electric actuators, like tiny pistons, distort the mirror to keep pace with atmospheric changes. The ABL is the first truly new weapon of the future battlefield. It will clearly move the U.S.Air Force into a new era.When it enters active duty in the early 2000s, it will be a flying missile defense system. It is mobile and can be in theater in hours, protecting troops on the ground.
David C. Arnold

Aircraft Armament
At the start of World War I, most aircraft were used in purely scouting roles. It was not long, however, before the belligerents experimented with crude offensive devices such as bricks, heavy weights, and metal darts. Rifles and pistols

were routinely used as late as 1916, some pilots having success with Martini or Winchester carbines strapped to the struts of a single-seat scout aircraft. Machine guns were carried on two-seat aircraft from around 1915, typically a .303-inch Lewis or 7.92mm MG-08/15 (Spandau), usually operated by the observer. Initially, guns were mounted on pin and socket mounts on each side of the cockpit, requiring the gun to be manhandled to another socket if an attack developed from an unexpected direction. In 1915, F. W. Scarff of the Admiralty Air Department developed a 360-degree ring mounting that soon became standard equipment on both sides. The real breakthrough in aerial combat came in April 1915, when Roland Garros mounted a machine gun on his Morane scout and fitted deflector plates to the propeller to deflect the bullets that struck the blades. Garros was eventually shot down and captured, and Anthony Fokker developed the idea into an interrupter mechanism that prevented the gun from firing when obstructed by the propeller. The Fokker E.I Eindecker gave German pilots a significant advantage over the Allies, causing mild panic and hastening the introduction of synchronized forward-firing machine guns on Allied aircraft. The standard fighter armament during the later years of the war and for a number of years afterward was two rifle-caliber machine guns firing through the propeller.

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Aircraft Carriers Aircraft Armament (1916–1956) Muzzle Velocity 2,499 ft/sec 2,660 ft/sec 2,750 ft/sec 2,880 ft/sec 3,445 ft/sec 2,625 ft/sec 3,380 ft/sec Projectile Weight 0.4 oz 0.4 oz 1.17 oz 4.4 oz 4.4 oz (est.) 8.0 oz 4.6 oz

Year 1916 1929 1933 1941 1944 1956 1956

Weapon Vickers Mk I Browning M2 Browning M2 Hispano Suiza Mk II Mauser MG 213 C ADEN General Electric M61A1

Caliber 0.303 in 0.30 in 0.50 in 20mm 20mm 30mm 20mm

Rate of Fire 850 rpm 1,150 rpm 750 rpm 650 rpm 1,400 rpm 1,200–1,400 rpm 6,000 rpm

Weight 24.5 lbs 21.8 lbs 64 lbs 109 lbs 165.4 lbs 192 lbs 265 lbs

As bombers flew higher and faster, low temperatures and the force of the slipstream made it increasingly difficult to aim weapons. An initial solution was to put a protective screen or cupola over the Scarff ring, followed by the introduction of a fully powered turret on the Boulton and Paul “Overstrand” in 1935. All new British bomber designs were modified to include powered turrets where appropriate, usually using twin or quad .303-inch guns. The later U.S. turrets were more effective, with heavier .5-inch weapons and more armor. In the mid-1930s, it became clear that the increasing use of armor on aircraft would require a heavier-caliber weapon. The Hispano-Suiza 20mm cannon was probably the best weapon available at the start of World War II. In service use it was considered to be reliable and was capable of downing an aircraft with very few hits (about three hits for a fighter-sized target, perhaps 20 for a large bomber). As World War II approached, fighters were carrying four, six, or eight guns, usually in the wings, and the issue of harmonization (aiming the guns to converge at a point in front of the aircraft) began to assume greater importance. Fighters in the Royal Air Force were initially harmonized at much too long a range in the mistaken belief that a few hits were better than none at all; this was corrected following operational experience during the Battle of Britain. In 1942, a German requirement for a high-performance cannon led in 1944 to the Mauser MG 213 family of weapons. The 20mm version of this remarkable weapon could fire 1,400 shells per minute with a muzzle velocity of 3445 feet per second, and used a five-chamber revolving cylinder to increase the rate of fire. This gun was the starting point for almost every new gun developed outside the Soviet Union since 1945, including the U.S. M39, the French DEFA, and the British ADEN. Probably the most important weapon in the West is the GE M61 Vulcan cannon, first used in the Lockheed F-104A

in 1954. Its bulk and mass are substantial, requiring an installation tailored individually for each aircraft, yet the performance of the weapon is such that only one is needed. Podded versions of the M61 were used (initially without airto-air gun sights) on U.S. Air Force F-4 Phantoms in the Vietnam War and were almost immediately successful.
Andy Blackburn
See also Garros, Roland References Clarke, R. Wallace. British Aircraft Armament. 2 vols. London: PSL/Haynes, 1993–1994. Gunston, Bill. The Illustrated Encyclopedia of Aircraft Armament. London: Salamander, 1987.

Aircraft Carriers, Development of
Carriers are warships with a flight deck on which airplanes can be launched and landed. Prior to World War I, several of the world’s navies commissioned vessels as parent ships for seaplanes. These carriers, all adapted from existing merchant vessels or obsolete warships, featured enhanced handling gear and, often, primitive deck hangars. When war began, Britain, France, Germany, and Japan all added similar mercantile conversions to their fleets. By 1915, British seaplane carriers incorporated inclined foredeck runways from which seaplanes using wheeled trolleys could take off. Landplanes, offering superior performance, soon supplemented and later supplanted seaplanes, although their crews had to either ditch or attempt to reach land at the end of each mission. After successful 1917 experiments in landing small aircraft on existing runways, the Royal Navy refitted the converted large cruiser Furious with an aft landing deck, retain-

Aircraft Carriers

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The USS Bunker Hill was an Essex class carrier and took two kamikaze hits on 11 May 1945. It survived and was ready for action by July of that year but saw no further combat. (U.S. Navy)

ing the original central superstructure. Furious operated successfully throughout 1918, although turbulence made landings hazardous; the arrival of the carrier Argus in September demonstrated the superiority of the flush-deck configuration. At war’s end, Britain had commissioned a further cruiser conversion, Vindictive, configured like Furious; was converting an incomplete former Chilean battleship into a flushdeck carrier with an offset island as Eagle; and had laid down Hermes, its first vessel constructed as a carrier from the keel up, also flush-decked with an island. Japan laid down Hosho, a similar carrier, in 1919, and the United States began conversion of the oiler Jupiter into the flush-deck carrier Langley in 1920. Provisions of the 1921 Washington Treaty freed large U.S., British, French, and Japanese hulls for conversion into

carriers. The United States and France converted two battlecruisers and a battleship respectively into the flush-deck carriers Lexington, Saratoga, and Béarn. British and Japanese concepts emphasizing rapid aircraft launching led both navies to develop designs incorporating multiple flight-deck levels to permit launching of several aircraft simultaneously. Britain rebuilt Furious with a three-quarter-length flush deck and a forward launching deck at a lower level and similarly converted two near-sister ships, Courageous and Glorious. Japan took this idea farther and configured a battleship and a battlecruiser, Kaga and Akagi, as carriers with two forward launching decks beneath the main deck. Both navies learned through experience that efficient deck-handling procedures were more effective in increasing launch rates, and Japan subsequently rebuilt its two carriers with conventional flush decks.

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Aircraft Carriers

During the 1930s, Japan and the United States added new carriers to their fleets. Although constrained by Washington Treaty provisions, both navies evolved effective designs that became the basis for later construction. The Soryu and Yorktown classes combined large flight decks, substantial air groups, strong defensive armament (for the period), high speed, and long range in vessels suitable for extended oceanic operations. Britain, however, was a latecomer to new carrier construction in the 1930s. Ark Royal, commissioned in 1939, incorporated internal hangars, an enclosed bow, and a flight deck that was also the vessel’s principal strength deck—all features that characterized subsequent British carrier designs. The carriers that Britain, Japan, and the United States commissioned during World War II derived from their earlier 1930s designs. Japan commissioned the Shokaku class in 1941, followed by Taiho, a variant incorporating an armored flight deck, and laid down the six-ship Unryu class (derived directly from Soryu) in 1942–1943, although only two vessels entered service. The United States standardized the Essex class, an expansion of Yorktown. No less than 32 units were ordered, of which 24 were completed to serve as the backbone of U.S. carrier forces from 1943. They combined powerful offensive and defensive features in hulls whose size conferred great adaptability to changing operational requirements. British wartime carriers introduced armor protection for flight decks and hangar sides. Incorporating this feature into the basic Ark Royal design produced vessels that proved very effective in the confined waters of the Mediterranean and in the face of kamikaze attacks, but it also carried severe penalties. Capacity was slashed, hangars were cramped, and it proved difficult and expensive to upgrade these ships after the war. All three navies commissioned other carriers to meet wartime exigencies. Escort carriers, either simple conversions from mercantile hulls or equivalent new construction vessels, spearheaded antisubmarine operations, provided air cover for convoys and invasion forces, supported amphibious forces ashore, replenished the fast carrier air groups, and trained new aircrews. To circumvent Washington Treaty quantitative limitations, Japan designed fast naval auxiliaries and passenger liners for quick conversion into carriers. From 1940 on, conversions from five auxiliaries and three liners joined the Combined Fleet as frontline light fleet carriers. In addition, Japan converted one Yamato-class battleship hull, Shinano, into a huge carrier that never entered operational service, and commenced conversion of an incomplete cruiser as a light fleet carrier. The United States also deployed converted warships—the nine Independenceclass light fleet carriers based on Cleveland-class cruiser hulls formed an integral part of the fast carrier force from early 1943.

Britain also appreciated the need for smaller, less-sophisticated carriers that could enter service more quickly but chose to construct new vessels rather than convert existing hulls. Four Colossus-class light fleet carriers served with British Pacific Fleet in late 1945 and joined six sisters to form the core of British carrier power into the later 1950s, operating throughout the Korean War and at Suez in 1956. Many of them, as well as the five semisisters of the Magnificent class, later went to other navies, serving with Argentina, Australia, Brazil, Canada, France, India, and the Netherlands. Four larger updated carriers of similar design entered the Royal Navy after World War II, serving as fleet carriers and later as amphibious assault ships. The last, Hermes, saw action in the Falklands in 1982 and was sold to India in 1986. Jet aircraft operation affected carrier design. Long takeoff and landing runs, heavier aircraft, higher approach speeds, and slow throttle response marginalized safe operation from existing carriers. Three British inventions—steam catapults, angled flight decks, and optical landing aids— made routine jet operation practical but forced changes in ship design. Navies reconstructed their existing larger, more modern carriers and modified the designs of vessels still under construction. The U.S. Navy, whose axial-decked Midway-class carriers had already set a new benchmark for size, led the way in adopting these innovations in new construction. The four Forrestal-class supercarriers and their improved Kittyhawk-class half-sisters became the prototypes for all subsequent U.S. fleet carriers, whose current design crystallized when nuclear power was adopted for Enterprise, commissioned in 1961. These carriers are marked by their huge size (angled flights decks run more than 1,000 feet and are 250 feet wide), four long, powerful steam catapults, and sophisticated landing aids—all essential to operate air groups of some 80 jet aircraft. Other navies have not been able to afford carriers of this size, but their smaller conventional vessels have been much less capable. Since the 1970s, V/STOL aircraft have added a new dimension to carrier design. Britain, the Soviet Union, and Spain commissioned smaller carriers specifically configured to operate a mix of V/STOL jet attack or fighter aircraft and large antisubmarine helicopters, epitomized by the British Invincible and Soviet Kiev classes. These types, however, trade smaller size and less demanding equipment (they do not need catapults and arresting gear) for a less capable air group, particularly in range and the ability to incorporate long-range early warning and antisubmarine search aircraft.
Paul E. Fontenoy
See also Airborne Early Warning; anti-submarine warfare; Atlantic, Battle of the; Bismarck, Air Operations Against; British Pacific Fleet; Canadian Air Force; Cape Engano, Battle of; Coral Sea, Battle of the; DESERT SHIELD; DESERT STORM; Eastern Solomons, Battle of;

Airlift Operations, U.S.
Falkland Islands War; Fleet Air Arm; French Naval Air Force; Iwo Jima; Japanese Naval Air Force, Imperial; Kamikaze Attacks; Korean War; Leyte Gulf, Battle of; London Naval Agreement; Marshall Islands; Mediterranean Theater of Operations; Midway, Battle of; Norwegian Air Campaign; Okinawa; Santa Cruz, Battle of; Suez Crisis; Taranto Air Attack; Task Force 38/58; Task Force 77; United States Navy, and Aviation; USS Langley; Washington Naval Conference References Chesnau, Roger. Aircraft Carriers of the World, 1914 to the Present: An Illustrated Encyclopedia. 2nd ed. London: Arms and Armour Press, 1992. Friedman, Norman. U.S. Aircraft Carriers: An Illustrated Design History. Annapolis, MD: Naval Institute Press, 1983. ______. British Carrier Aviation: The Evolution of the Ships and Their Aircraft. Annapolis, MD: Naval Institute Press, 1988. Jentschura, Hansgeorg, Dieter Jung, and Peter Mickel. Warships of the Imperial Japanese Navy, 1869–1945. London: Arms and Armour Press, 1977.

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Romjue, John L. From Active Defense to AirLand Battle: The Development of Army Doctrine, 1973–1982. Fort Monroe, VA: U.S. Army Training and Doctrine Command, 1984. Summers, Colonel Harry G. Jr. On Strategy II: A Critical Analysis of the Gulf War. New York: Dell, 1991.

Airlift Operations, U.S.
The first U.S. airlift operations began during World War I using four British-designed de Havilland DH-4 biplanes to drop supplies to the beleaguered Lost Battalion in the Argonne Forest. One aircraft was successful, and the crew, consisting of Lieutenants Harold Goettler and Erwin Bleckley, were posthumously awarded of Medals of Honor for their actions on 6 October 1918. Airlift operations within the U.S. military began in the mid-1920s. The aircraft primarily supported operations of combat and headquarters units. The first transport aircraft for the U.S. Army Air Service, built in 1919, was the Martin T-1, based on the MB-1 bomber. Its fuselage was redesigned to enclose the cockpit and provide accommodations for up to 10 passengers. For the brief period 15 May-29 August 1919, the Army flew mail for the U.S. Postal Service. First in this long series of aircraft was the Douglas C-1, an enlarged version of the famed World Cruisers that made the first round-the-world flight in 1924. Transport aircraft were procured in small quantities of one to 10 from the C-1 through the C-31, indicating the low priority of such aircraft to the service (the General Aircraft [American Fokker] C-14 was the exception, with 20 being procured). It was not until the advent of the Douglas C-32 (the military version of the commercial DC-2) that airlift became a serious issue with the military. In fiscal year 1942, the Army procured 24 C-32s as troop transports, 18 C-33s for freighters, and a pair of C-34s as VIP transports. That year was also the start of orders for 3,144 Curtiss C-46 Commandos, capable of carrying 50 troops. A total of 9,583 Douglas C-47 Skytrains (the military version of the commercial DC-3) were also produced for the Army as well as the Navy and Allied nations. Both the C-46 and C-47 saw service during World War II and Korea. The C-47 soldiered on through the Vietnam War. Management of such a large transport force was a major undertaking. First, the operations were divided between strategic and tactical airlift. Strategic operations initially began with ferrying Lend-Lease aircraft to England. This mission was performed by the Air Corps Ferrying Command, established on 29 May 1941. By 7 December 1941, the command had delivered some 1,300 aircraft to the Allied forces around the world. Ferrying Command was redesignated Air

AirLand Battle
The official U.S. Army warfighting doctrine during the Gulf War. First announced in 1982, it was formulated at the Army’s Training and Doctrine Command at Fort Monroe, Virginia, and at the Army Command and General Staff College at Fort Leavenworth, Kansas, in coordination with the Air Force’s Tactical Air Command. Revised in 1986, AirLand Battle doctrine reintroduced the concept of operational art, the intermediate level of war between military strategy and tactics, that was to define the modern battlefield. Under this doctrinal concept, combat included not only fighting along the line of contact—now called close operations—but also deep operations “directed against enemy forces not in contact [to] create the conditions for future victory,” as well as rear operations to assure freedom of maneuver and protection of critical logistical resources. It envisioned Army–Air Force cooperation and mutual support and called for simultaneous battles on the forward line and deep in the enemy’s rear echelon in close concert with airpower. AirLand Battle marked a definite turning away from atomic theorists, who maintained that conventional war was obsolete in the nuclear age. Emphasizing campaign planning, maneuver, and fluidity of action, AirLand Battle was validated in the Gulf War.
James H. Willbanks
See also Close Air Support; Tactical Air Command References Field Manual 100–5: Operations. Washington, DC: U.S. Government Printing Office, 1982.

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Airlift Operations, U.S.

Transport Command (ATC) on 20 June 1942, and although it continued its role in ferrying aircraft, it was primarily tasked with providing all strategic airlift for the War Department, delivering personnel and materiel critical to the war effort throughout the world. At its peak, ATC had more than 3,700 aircraft supported by more than 300,000 personnel. The first ATC was activated on 1 May 1942. The command was designated the I Troop Carrier Command in July 1942. This organization was a major command that reported directly to Headquarters Army Air Forces and was responsible for training troop carrier units and personnel within the United States for parachute troops, airborne infantry, and glider units. The I Troop Carrier Command was disbanded on 5 November 1945. Theater operations were conducted by the IX Troop Carrier Command, activated in England on 16 October 1943. With the end of World War II, a major postwar demobilization occurred on 31 March 1946. Headquartered at Greenville Army Air Base, South Carolina, the Third Air Force (Troop Carrier) served as the sole troop carrier organization within the Army Air Forces between 21 March and 1 November 1946, until absorbed into the Ninth Air Force and losing all mission identity. It was not until 20 March 1951 that the Eighteenth Air Force was established within Tactical Air Command (TAC) with the specific mission of troop carrier operations in support of the Army. Units of the Eighteenth Air Force were transferred to the Far East Air Forces Combat Cargo Command during the Korean War. Initially, the Combat Cargo Command was a provisional unit. On 5 January 1951, the unit was designated the 315th Air Division (Combat Cargo). Throughout the war, elements of this unit provided all major airlift utilizing C-46, C--47, Fairchild C-119, and Douglas C-124 “Globemaster IIs.” The Eighteenth Air Force continued troop carrier operations within the United States until 1 January 1958, when the mission was transferred to the Twelfth Air Force. The Air Force Reserve provided troop carrier units to augment the active-duty forces. Nineteen Reserve groups were activated for the Korean War. In 1957, the Reserves dropped their fighter role and almost exclusively performed troop carrier operations with 45 squadrons. An excellent showing of the Reserve troop carrier units during an exercise in August 1960 proved their capabilities, resulting in TAC and the Army regularly asking for their services. For 19 years, the Reserve troop carrier units employed the C-119 as their principal aircraft. The Naval Air Transport Service (NATS) was formed on 12 December 1941. Though much smaller than the Army’s ATC, NATS was equipped with 429 aircraft supported by 26,000 personnel. Its mission was to provide a global air transportation network between naval establishments and naval areas of operation.

The postwar reorganization of the military inevitably led to a new air transportation command that would serve most airlift needs of all services and the Department of Defense. On 1 June 1948, both ATC and NATS were discontinued, inactivated, and replaced by a new joint command: the Military Air Transport Service (MATS). The new organization was commanded by USAF Major General Laurence S. Kuter, with USN Rear Admiral John P.Whitney as vice commander. MATS reported directly to the USAF Chief of Staff. Upon its establishment, MATS had 766 USAF and 58 USN aircraft and was manned by 54,164 personnel from the Air Force, Navy, and Civil Service. MATS operated three divisions: Atlantic, Continental, and Pacific—each providing service within its own geographic areas. In addition to airlift, MATS also controlled the Airways and Air Communications Service; Air Photographic and Charting Service; Air Weather Service; Air Rescue Service; and Flight Service (the latter providing operational control of all military aircraft operating within the United States). Operation VITTLES—the Berlin Airlift—became the first test of MATS when the Soviets blockaded the city of Berlin on 25 June 1948. The airlift succeeded admirably. In it airpower in the form of compassionate relief became a major diplomatic weapon. On 7 December 1956, the Department of Defense designated MATS as the single manager of all airlift service; however, other commands had smaller integral airlift capabilities. The command began with gaining a pair of C-124– equipped heavy troop carrier wings from TAC. MATS was designated Military Airlift Command (MAC) on 1 January 1966. In addition to its strategic airlift mission, it gained the traditional base flight operations for all other commands within the USAF. MAC designated the former MATS Eastern Transport Division the Twenty-first Air Force; the Western Transport Division the Twenty-second Air Force; and the Air Rescue Service became the Aerospace Rescue and Recovery Service under the Twenty-third Air Force. MAC also designated the Air Photographic and Charting Service the Aerospace Audio-Visual Service. The Air Weather Service essentially remained the same. Because of its joint service mission, MAC was designated a specified command on 1 February 1977, thereby coming under the direction of the Joint Chiefs of Staff. MAC was designated Air Mobility Command (MAC) on 1 June 1992, essentially retaining all of its missions. As the military did not have sufficient airlift capability for a major international emergency, the Civil Reserve Air Fleet (CRAF) was instituted in 1952. Commercial airlines identified certain aircraft and crews that could be called up (much like the Air National Guard and Reserve forces) to supplement the USAF’s airlift requirements. Participating airlines dedicated 300 C-54–equivalent four-engine aircraft

Airlines, Service in Wartime by

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to CRAF. Although civilian airlines routinely supported USAF requirements, it was not until the Gulf War in 1990 that CRAF was activated. In July 1960, after hostilities erupted in the Congo when Belgium gave that nation its independence, MATS dedicated a large portion of its airlift capability for support until January 1964, when peace was established. During this period, MATS flew 2,128 missions, transporting 63,798 personnel and 18,593 tons of cargo. This was known as Operation NEW TAPE. Lessons learned showed that MATS would be required to take on a combat role in the form of airdrop and paratroop operations. By the mid-1960s, these combat missions were transferred from TAC to MATS. MAC evolved from an all–piston-powered organization to one equipped with all-turbine aircraft during the 1960s. In addition, air refueling was added to their mission— transport crews were trained to receive fuel from Strategic Air Command (SAC) tankers. Between 1964 and 1973, MAC provided the bulk of the strategic airlift for the Vietnam War. MAC also flew tactical airlift operations within the theater. MAC personnel flew airrescue missions, provided air weather service, and audiovisual services in the theater. When North Vietnamese units encircled U.S. Marines at Khe Sanh, South Vietnam, in midDecember 1967, it was tactical airlift that kept the ground forces supplied. On 12 May 1968, a U.S. Special Forces camp at Kham Duc was overrun by communist forces. In the course of the day, it was learned that a three-man tactical control team had been left behind at the base. Lieutenant Colonel Joe M. Jackson landed his Fairchild C-123 on the field and successfully evacuated the team. For his actions that day Colonel Jackson became the only airlifter to be awarded the Medal of Honor. In October 1973, the MAC airlift supplying arms and supplies to Israel was considered by many to be the decisive event in the eventual victory of Israeli forces over those of Egypt and Syria. The airlift also validated the Lockheed C-5A as an indispensable airlift aircraft. During the Gulf War, MAC aircraft were the air bridge required to provide most all of the initial requirements for the Coalition forces. The sealift required three weeks to sail to the Gulf region. Afterward, MAC provided a continual aerial supply line for critical cargo and the bulk of the U.S. personnel movement between l990 and 1991. With the change from MAC to Air Mobility Command (AMC) on 1 June 1992 came the transfer of SAC’s KC-135 and KC-10 tanker fleet. The United States Transportation Command (USTRANSCOM), a joint-services organization reporting to the Joint Chiefs of Staff, was organized on 1 April 1987 and activated on 1 October 1988. USTRANSCOM headquarters is colocated at Scott AFB, Illinois, with the AMC, and com-

manded by the commander in chief of AMC. The new command oversees all air, sea, and land transportation requirements for the Pentagon. The mission flexibility of America’s airlift forces permit it to not only perform its military function but also serve humanity. Between 1947 and 1994, USAF transport and rescue aircraft flew 568 humanitarian missions around the world, not counting the thousands of times combat aircraft had flown vitally needed vaccines and human organs. The United States is the only nation that has the capability to deliver such aid anywhere in the world on a moment’s notice.
Alwyn T. Lloyd
See also Berlin Airlift; Boeing KC-10 Extender; Boeing KC-135 Stratotanker; Fairchild C-82 Packet and Fairchild C-119 Flying Boxcar; Strategic Air Command; Tactical Air Command References Anything, Anywhere, Anytime: An Illustrated History of Military Airlift Command 1941-1991. Scott AFB, IL: Military Airlift Command History Office, May 1991. Bowers, Ray L. The United States Air Force in Southeast Asia— Tactical Airlift. Washington, DC: Office of Air Force History, 1983. Mauer, Mauer. Air Force Combat Units of World War II. Washington, DC: Office of Air Force History, 1983. Ravenstein, Charles A. The Organization and Lineage of the United States Air Force. USAF Warrior Studies. Washington, DC: Office of Air Force History, 1986.

Airlines, Service in Wartime by
As the United States entered World War II in late 1941, the military was woefully short of air transport capacity. Although hundreds of transports (chiefly C-46s and C-47s) were on order, few had been delivered. Given the pressing need to build up strength, the only place to obtain needed air transport was from the nation’s airlines. Air carriers had focused on passenger and mail traffic rather than cargo (commercial freight amounted to but 2–3 percent of airline gross revenues before Pearl Harbor), yet they could provide trained pilots as well as aircraft to fly. The airlines quickly grew to reflect wartime needs as carriers radically changed how they operated, though at no time were the airlines wholly taken over by the military. The changes began with airliners themselves. In a series of War Department decisions in December 1941 and early 1942, the Air Corps Ferry Command (Air Transport Command [ATC] in June 1942) requisitioned 193 out of the total U.S. airline fleet of 359 airplanes. Most were twin-engine DC-3s with a handful of four-engine Boeing 307s and 314s. Often the trained crews went with the aircraft, placing the civilian fliers under military orders. New

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four-engine DC-4s and Constellations under order for the airlines when the war began were diverted to military needs and became C-54s (heavily used in all theaters) and C-69s (only a few by 1945). Airline aircraft and crews accomplished 88 percent of ATC transport work in 1942, but as the military built up its own air transport capacity, the role of airlines declined—to 68 percent in 1943, only a third by 1944, and about 20 percent in 1945.ATC operated 1,000 of its own aircraft by end of 1943 and 3,700 by end of the war less than two years later. Thus, by early 1944 many of the requisitioned airliners began to be returned to their original owners, easing some of the limitations on civilian flying. Under the press of government and military need, airliner usage and load factors sharply increased. With more than half its fleet out of the picture, an airline system of priority use was put into place immediately; government-priority mandates came into force in early 1942. Under these, military and other government needs came first; civilians flew only if space was available (rare during the first two years of war). Slowly, a massive program of airfield building and improvements made it easier. During the war, airports went from small grass fields in many cases to massive cement runways, allowing larger aircraft, longer takeoffs, and heavier take-off and landing weights. Although most of these were military at first, many became civil airfields after the war. Most airlines greatly expanded their routes as military needs dictated. This new service would lay the groundwork for arguments over postwar airline operations. This was especially true of transoceanic services, where Pan American’s prewar monopoly was broken under the pressing need for more capacity. TWA, for example, became a transatlantic service, ferrying high-priority personnel and cargo to and from Britain. Northwest and United expanded operations to Alaska and Hawaii, respectively. American Export Airlines, though created by the shipping company American Export in 1937, began flying its three VS-42 four-engine flying boats across the Atlantic in mid-1942. Pan Am expanded on its own overseas service. In a series of agreements with the U.S. and British governments in mid-1941, Pan Am created three subsidiaries to undertake special missions. Pan American Air Ferries was established to deliver American aircraft to Khartoum from Miami. Pan American Airways Co. was created to operate an air service from the United States to West Africa. And Pan American Airways-Africa, Ltd., focused on developing the airfields, and then air service, across Africa. This service was extended to Cairo and Tehran after the United States entered the war. Airlines provided key personnel to the military. At the top, for example,American Airlines President Cyrus R. Smith

became the deputy to assist Gen. Harold George in building up the ATC. Smith’s operational experience was vital in the rapid development of the military’s own cargo and passenger capacity. But thousands of others—especially pilots and mechanics—followed, either working on military projects under contract or going directly into the military. This infusion of talent was vital to the relatively short time it took to create a high-capacity military air transport operation. Among the Allied powers, airline operations all but stopped save for direct military support roles. Britain’s Imperial Airways (which became BOAC in mid-1940) ceased civil operation and came under military command. Headquarters were relocated west to Bristol; landplane and seaplane bases moved farther west as well. Imperial maintained civilian service between London and Paris until the German occupation of the latter in June 1940. Flying-boat services to Africa and the Horseshoe Route around the Indian Ocean to Australia and New Zealand began in mid-1940 and operated until Japanese advances in early 1942. Then Australia’s QANTAS flew Catalina seaplanes from Ceylon to Perth, a distance of 3,500 miles; these “double sunrise” flights made up the longest nonstop air route of the war and took 27–30 hours with a 1,200-pound payload. To the extent their equipment escaped loss through battle or occupation, KLM, Sabena, Air France, and QANTAS (among others) used their surviving airliners or were forced to use “interim types” (converted bombers) as further development of promising airliners had to be cancelled for the duration. In the Far East, China’s CNAC conducted refugee flights as well as food and cargo deliveries. Facing extreme problems of airliner and airport maintenance, especially in the celebrated flights over the Himalayan Hump, CNAC made a big contribution in the war against Japan. Airlines of the Axis nations saw their fortunes more directly impacted by the battlefield. Germany’s Lufthansa, about to launch service to South America, across the North Atlantic, and even to Asia when the war began in 1939, saw these plans quashed (not to be realized for two decades) and operated routes only in occupied Europe and to Spain. Its final service in May 1945 was from the northern German coast into Norway (Lufthansa was banned from resuming service until 1955). Italy’s Ala Littoria served Germany and Italian colonies in North Africa. Japanese airlines came under direct military control, with extensive army and navy routes to Southeast Asia and out to Pacific islands (Japanese airline service was banned from 1945 to 1952). The Korean War (1950–1953) again forced the military to turn to airlines for help, though on a far smaller scale. TransOcean, United, Pan American, and Northwest, all with Pacific experience, flew for the Military Air Transport Service, carrying troops and priority cargo into staging airfields in

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Japan (the military flew into Korea itself). Drawing on the Korean experience, in 1952 the Air Transport Association (the airlines’ trade organization) and the Department of Defense cooperated to create the Civil Reserve Air Fleet (CRAF). This established the specific airliners the military could automatically requisition. CRAF included government financing to enhance the cargo-carrying capacity of airliners, especially of wide-body jets after 1970. The several Middle East wars from the 1950s into the 1970s proved the value of a national airline when El Al was the only carrier to connect Israel with the outside world. El Al stripped interiors to carry freight and to evacuate tourists and then had to deal with the sharp drop-off in tourism traffic after each conflict. In the 1990–1991 Gulf War, 11 scheduled and 13 supplemental carriers took part under CRAF in 5,300 missions carrying 64 percent of troops and 27 percent of war cargo. CRAF did not play a part in the Vietnam War because the U.S. military buildup, beginning in 1961, was so gradual. World and other supplemental carriers as well as major airlines provided regular charter service, carrying military personnel into the battle area and out for recreation in East Asian and Hawaii. Some “airline” operations, such as Air America, were really camouflage for covert operations by the CIA. And several carriers were on hand for the final evacuations as the war ended. CRAF was used with good results in the Gulf War.
Christopher H. Sterling
See also Air America; Berlin Airlift References Craven, Wesley F., and James L. Cate, eds. The Army Air Forces in World War II, Volume 7: Services Around the World. Chicago: University of Chicago Press, 1958 (reprinted by Government Printing Office, 1983),“Air Transport.” Culbert, Tom, and Andy Dawson. PanAfrica: Across the Sahara in 1941 with Pan Am. McLean, VA: Paladwr Press, 1998. Davies, R.E.G. A History of the World’s Airlines. London: Oxford University Press, 1964, chap. 15,“Air Transport at War,” pp. 225–240. Serling, Robert J. When the Airlines Went to War. New York: Kensington Books, 1998.

Airships
Prior to World War I, Germany had pioneered the development of the rigid airship. This was principally the work of one man, Count Ferdinand von Zeppelin, who had become intrigued with the thought of lighter-than-air flight after observing the use of balloons during the American Civil War.

In November 1909, Zeppelin airships equipped DELAG, the world’s first commercial airline operation. Development work continued in the years prior to the war, funded largely by public subscription and government investment. The giant airships became a source of national pride, and despite the fact that other manufacturers entered the field, the name “Zeppelin” was so closely associated with their construction that it has become synonymous with the word “airship.” The rigidity in a rigid airship came from a welded duralumin framework that formed the body of the cigar-shaped craft. Inside this skeleton were a number of gas cells containing the highly flammable hydrogen that made the ship lighter than air. The inside of the body was accessible during flight for maintenance and repair purposes, entry being gained by ladder from the gondolas suspended beneath its underside, lateral movement running over a catwalk that spanned the length of the ship. Engines housed in the gondolas provided forward movement. Later models had a machine gun station on the top of the envelope for defense against aerial attack. The German army and navy both operated airships, but it was the Naval Airship Division, under the zealous direction of Fregattenkapitän (Frigate Captain) Peter Strasser, that really made the giant craft famous. The German Zeppelins became a matter of national concern for the British. In the early days of World War I, the British imagined they might be attacked at any moment, but the Zeppelins did not attack until the night of 19–20 January 1915. Early in the war, British response to the attacks was weak. Searchlights would seek out the Zeppelins, and ground fire would be aimed in their direction, but defending aircraft were too slow in climb rate and lacked adequate performance to reach the altitudes where Zeppelins operated. It was 2 September 1916 before an airship (the Schütte-Lanz SL11) was downed on British soil. The victor was Second Lieutenant William Leefe Robinson, who received the Victoria Cross for his feat. Improvements came on both sides, but fighter performance eventually matched and then overtook progress in airship design, leading to a decrease in the frequency of Zeppelin attacks and, in time, their suspension in favor of a bombing program built around Gothas and Riesenflugzeug (giant aircraft). The biggest airship disaster of the war came on the night of 19–20 October 1917 in the so-called Silent Raid, so named because the airships reached such great heights over England (three of the Zeppelins making it past 21,000 feet, the L55 reaching 24,000 feet) that their engines could not be heard; the Silent Raid resulted in the loss of five of the 11 ships that left Germany for London. It was a victory for

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See also Balloons; German Naval Airship Division; World War I Aviation References Mowthorpe, Ces. Battlebags: British Airships of the First World War. Phoenix Mill, Glouchestershire, UK: Sutton, 1995. Robinson, Dr. Douglas. The Zeppelin in Combat. London: G. T. Foulis, 1962.

Mother Nature, however, not the British defense, as the airships fell victim to gale-force winds that had not been predicted prior to their departure. The raid marked the beginning of the end for the airship as a military weapon. Over the course of the war, the Naval Airship Division mounted 306 raids, which succeeded in getting 177 ships over England and producing £1,527,544 in property damage in Great Britain, against the loss of 53 airships. The last to be lost, the L70, went down before the guns of Major Egbert Cadbury and Captain Robert Leckie during the last airship raid of the war, on the evening of 5–6 August 1918. On board, in personal command of the raid, was the Leader of Airships himself, Peter Strasser. Although less glamorous and accorded far less attention than the raids on England, reconnaissance airships arguably performed more valuable work for naval operations in the North Sea and the Baltic. Over the North Sea, they had made 971 scouting flights, more than three times the number of flights devoted to raiding England. These flights took place over the 399 days that weather made it possible (out of the 1,559 total days of the war) for an impressive 25.6 percent ratio. The bulk of British achievement came in nonrigid form. Nonrigid airships, generically known as blimps, lacked the complex internal structure of their rigid counterparts and, like balloons, relied on the pressure of the lifting to maintain the ship’s shape. British nonrigids also had less complex provision for the crew. Many times, in fact, the British gondola simply consisted of an airplane fuselage stripped of its wings and tail assembly and hung from the underside of the gas envelope. The nonrigid was also much smaller than the typical Zeppelin, with the crew generally numbering no more than two or three. Used for scouting purposes, some of the British airships carried a small bombload for use against enemy ships that might be encountered. Their chief value was in their ability to spot the enemy and then place a wireless call to nearby surface craft, which were better suited to handle the problem. At the beginning of the war, airships were generally limited to patrols of 2–4 hours. By the war’s end, duration had increased to an impressive 12 hours (an improvement that certainly was hard on the crew), but airspeed was still as little as 5–10 mph if adverse winds were encountered. Like their heavier-than-air counterparts, airships, whether rigid or nonrigid, contributed more to World War I by what they could see than what they could hit. By the time hostilities renewed in 1939, aviation technology had progressed to the point that airships’ low performance was no longer acceptable, and they had long since passed from the military scene.
James Streckfuss

Alam el Halfa, Battle of (1942)
Marked the defeat of the Afrika Korps’s last attempt to reach Alexandria. Within 17 days of assuming his Egyptian command, General Bernard L. Montgomery led his first major action against the Afrika Korps’s final effort to break through the Eighth Army’s defenses and gain the Suez Canal. The successful British repulse of Axis forces at Alam el Halfa (31 August–6 September 1942) enjoyed massive assistance from the RAF and USAAF flying combined in the Western Desert Air Force. German Field Marshal Erwin Rommel noted after the battle that Allied airpower rendered all of his tactical plans useless. He bitterly likened his troops to nineteenth-century “savages” in the face of sustained, heavy aerial attacks. These attacks actually began on 21 August and wrecked Rommel’s motorized and armored formations, broke up his infantry concentrations, and struck his supply dumps. Allied pilots also played havoc with Axis lines of communication and reinforcement. In addition to units of the RAF and South African Air Force, the USAAF’s 57th Fighter Group (equipped with Curtiss P-40s) and the 12th Medium Bomb Group (operating North American B-25s) participated in the action. After Alam el Halfa, the Eighth Army never again lost air superiority to Rommel’s forces.
D. R. Dorondo
See also El Alamein, Air Battles of; North African Campaign; Regia Aeronautica (World War II) References Boyne, Walter J. Clash of Wings: World War II in the Air. New York: Simon and Schuster, 1994. Gilbert, Adrian, ed. The Imperial War Museum Book of the Desert War. London: Motorbooks International, 1995. Heckmann, Wolf. Rommel’s War in Africa. Trans. Stephen Seago. Garden City, NY: Doubleday, 1981.

Albatros Aircraft
Next to Fokker, Albatros designs are probably the bestknown German aerial products of World War I. Unlike

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Fokker, however, the activities of the Albatros factory were not confined primarily to the design and production of fighters. Throughout the war, it turned out aircraft aimed at fulfilling practically every air service function, including unarmed trainers (B types), armed two-seaters (C types), seaplanes (W types), armored ground attack aircraft (J types), bombers (G types), and, of course, the famous Albatros D line of single-seat fighters. The Riesenflugzeug, or giant aircraft, was the notable exception. Thousands of Albatros aircraft were built, and they served on every front on which the German army and navy fought. It is perhaps ironic that only two original Albatrosses survive today, both of them D.Va single-seat fighters: one in the National Air and Space Museum in Washington, D.C., the other in the Australian War Memorial in Canberra. Despite their varying functions, Albatros designs had a strong family resemblance. All had a plywood-covered, semimonocoque fuselage, which provided strength beyond the normal wood-framed, wire-braced structure of the day. Use of Mercedes, Benz, or Argus inline engines of various horsepower ratings was also common to Albatros designs. Armament on the two-seaters consisted of a Parabellum machine gun for the observer, fitted to a rotating ringmount and, after the invention of the interrupter gear, a single Spandau gun mounted on the engine hood that fired through the propeller. On the single-seat D fighters, twin Spandau guns were carried. The best known of the Albatros stable was the D.III, the single-seater that devastated the Royal Flying Corps (RFC) during the spring of 1917. The fuselage of the D.III and its successors, the D.V and D.Va, was vintage Albatros, but the sesquiplane wing layout was inspired by the success of the Nieuport. The bracing that connected the upper wing to the lower gave rise to the nickname “V-strutter” in RFC combat reports. It also led to occasional wing failures when thrown about in combat, a problem that contributed to its eventual replacement by the Fokker D.VII. A D.III variant used by Austria-Hungary was preferred over its own designs and had better performance than its Western Front counterpart. Like other German aircraft manufacturers, Albatros became a victim of the aviation ban imposed on Germany by the Versailles Treaty and disappeared following World War I.
James Streckfuss
See also Fokker Aircraft (Early Years) References Gray, Peter, and Owen Thetford. German Aircraft of the First World War. London: Putnam, 1962. Lamberton, William, and E. F. Cheesman. Fighter Aircraft of the 1914–1918 War. London: Harleyford, 1960.

______. Reconnaissance and Bomber Aircraft of the 1914–1918 War. London: Harleyford, 1962.

Alenia
The leading Italian aerospace company. Alenia was formed on 20 December 1990 following the decision by the IRIFinmeccanica state conglomerate to merge its subsidiaries Aeritalia and Selenia into a single high-technology company with improved international competitiveness. The liquidation of state conglomerate EFIM also brought Agusta into IRI-Finmeccanica, whose restructuring thus came to coincide with the painful rationalization of the Italian aerospace industry. Alenia completed the key Aeritalia programs, including Tornado and AMX, but sold or discontinued marginal businesses like Partenavia. To facilitate international alliances, in 1997 Alfa Avio was sold to Fiat Avio; Alenia then split into Alenia Aerospazio and Alenia Difesa, the latter comprising the radar, missile, and OTO Melara activities. In 1998, Alenia Difesa joined Marconi to form Alenia Marconi Systems. In April 2000, the Alenia military product line comprised the Eurofighter Typhoon, C-27J airlifter (with Lockheed Martin), ATR42 maritime patrol versions, and the Airbus A400M airlifter project; commercial aircraft included the ATR commuter (more than 600 built) and major structural components for several Airbus, Boeing, and Dassault types, plus overhauls and conversions. Space activities included satellites as well as various inhabited and structural elements of the International Space Station.
Gregory Alegi
References Donald, David, and Jon Lake, eds. Encyclopedia of World Military Aircraft. London: Aerospace, 1996.

Aleutian Islands Air War
U.S.-Japanese conflicts in U.S. territory during World War II. The prospect of an enemy conquest of Alaska was very real when a Japanese task force moved against the Aleutian Islands in 1942. Japan sought to establish bases from which to strike the U.S. West Coast. Although strategically positioned, the extreme climate of the region rendered it a difficult area for aviation. Nearly continuous fog, high winds, extreme cold, williwaws (blizzards), and mountainous islands

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make the Aleutians a risky place to fly even today with the most modern equipment. In the 1940s, it was extremely hazardous. The Japanese established bases at Attu, on the west end of the Aleutians, and nearer to Alaska, at Kiska. Allied forces fought off an attack on Dutch Harbor (3–4 June 1942). U.S. bases at Cold Bay and Umnak were supplemented farther out the island chain on Adak and Amchitka. Airplanes were often overturned in their parking spots by the ferocious williwaws. Supply problems added to the burden. The Japanese also suffered from the weather, and the U.S. Navy’s blockade made resupply nearly impossible. U.S. bombers repeatedly struck the Japanese garrisons. Finally, in May 1943 the United States seized Attu. U.S. fighters and bombers supported the three-week operation. In the only air-to-air battle of the campaign, five Lockheed P-38s drove off 16 Mitsubishi G4M “Betty” bombers, dispatched from the Kurile Islands north of Hokkaido. Only seven Japanese aircraft returned home. No further support was forthcoming for the Japanese on Attu. The Americans were victorious, but nearly 4,000 G.I.s were casualties, many due to cold and frostbite. Only 28 of the 3,000 defenders were taken alive. Kiska was evacuated by the Japanese navy, in great secrecy, under the cover of the dreadful weather, much to the relief of invading U.S. and Canadian soldiers. Attu and nearby Shemya Island served as bases for a campaign against the Kuriles. During the last two years of the war, 1,500 sorties were flown against the northern reaches of Japan, hitting naval and air bases. These operations by a few dozen bombers tied up 500 enemy airplanes (more than 10 percent of the Japanese air force at war’s end) and more than 40,000 troops by threatening invasion from the north, the same worry that had haunted U.S. planners in 1942. The Aleutian campaigns cost the United States 56 airplanes in combat and 209 to weather. Japanese losses also reflected the harsh climate: 69 combat losses against 200 weather losses. Aleutian bases established during World War II went on to play a prominent role throughout the long Cold War struggle.
James M. Pfaff
References Cloe, John Haile. The Aleutian Warriors. Missoula, MT: Pictorial Histories, 1993. Cohen, Stan. The Forgotten War. Missoula, MT: Pictorial Histories, 1993. Garfield, Brian. The Thousand-Mile War. Fairbanks: University of Alaska Press, 1996. Jablonski, Edward. Airwar. Garden City, NY: Doubleday, 1971.

Algeria
From 1954 to 1962, France sought to maintain control of its colony in Algeria using a mix of ground, naval, and air forces to fight Algerian rebels. Initially, air operations remained limited due to the commitment of aircraft and personnel to the Indochina front. By 1959, however, some 40 percent of French airpower was on Algerian territory, and another 20 percent based in France supported the effort. The hardware eventually amounted to some 600 airplanes and 600 helicopters from the three services. The air interdiction practices allowed the French to seal off the Algerian border, preventing rebel support from neighboring Morocco and Tunisia. In addition, heavy helicopter use to ferry commandos helped defeat organized rebel forces. However, such efforts failed to remove the psychological impact of war and ongoing terrorism, to the point where negotiations between the two sides led to Algerian independence in 1962.
Guillaume de Syon
References Guerilla Warfare and Airpower in Algeria, 1954–1960. Maxwell AFB, AL: Air University, 1965. Heger, Michel. Djebel Amour Djebel Amer: Hélicos Marine en Algérie 1956–1962 Paris: Presses de la Cité, 1998. Shrader, Charles R. The First Helicopter War: Logistics and Mobility in Algeria 1954–1962. Westport, CT: Praeger, 1999.

Alksnis, Yakov I. (1897–1940)
Commander of the Red Air Force during the 1930s. Yakov Ivanovich Alksnis was born in 1897 in Latvia. He joined the Bolshevik Party in 1916 and participated in the Russian Revolution and civil war. Remaining in the Red Army, he became an aviator during the 1920s, and in June 1931 he was appointed commander of the Red Air Force. He was closely associated with Mikhail Tukhachevsky, a former Chief of Staff and later marshal of the Soviet Union, and under his command the Red Air Force saw rapid expansion and modernization. Notable was the large-scale introduction of the TB-3, the world’s first four-motor monoplane bomber, though these bombers were not intended as an independent strike force. He also oversaw the dispatch of pilots to fight in Spain. In December 1937, during the purge of the Soviet high command, Alksnis was arrested on false charges of treason. He was executed in 1940.
George M. Mellinger
See also Polikarpov, Nikolai N.; Soviet Volunteer Pilots; Tupolev Aircraft

American Volunteer Group
References Andersson, Lennart. Soviet Aircraft and Aviation 1917–1941. London: Putnam 1994. Erickson, John, The Soviet High Command. London: Macmillan, 1962. Rapoport, Vitaly, and Yuri Alexeev. High Treason Essays on the History of the Red Army, 1918–1938. Durham, NC: Duke University Press,1985.

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ALLIED FORCE (1999)

NATO code name for peacemaking air campaign designed to protect ethnic Albanians in the Yugoslav province of Kosovo from Serb aggression and to force Yugoslav authorities to agree to a peace settlement. Operation ALLIED FORCE is often hailed as the first time in military history that airpower has achieved victory in a conflict on its own. Indeed, Operation ALLIED FORCE played a prominent role in ending ethnic cleansing in Kosovo, returning more than 840,000 refugees to their homes and restoring a semblance of peace to the troubled province. Operation ALLIED FORCE rose from the ashes of the failed Rambouillet peace negotiations in January-February 1999, when a Serb delegation refused to accept a NATO peace plan for Kosovo. As negotiations collapsed on 19 March, Yugoslav President Slobodan Milosevic initiated Operation HORSESHOE, an operation designed to cleanse Kosovo of its ethnic Albanian population by force before NATO forces could be brought to bear. In the face of Yugoslav intransigence and escalating violence in Kosovo, NATO decided to proceed with Operation ALLIED FORCE on 24 March. Initially, ALLIED FORCE was intended to be a short conflict with limited objectives. NATO would demonstrate its resolve to Milosevic, who would accept a negotiated settlement in the face of a limited NATO bombardment. ALLIED FORCE would then achieve its objectives of stopping the killing in Kosovo, returning refugees to their homes and creating the conditions for a political settlement. For the first nine days of the operation, NATO aircraft focused on so-called Phase I targets: the Yugoslav Integrated Air Defense System, command and control, and heavy weapons in Kosovo. NATO had 214 combat aircraft at its disposal as the conflict began, arrayed against a Yugoslav air defense system equipped with 16 MiG-29 Fulcrum fighters. Regardless, NATO aircraft achieved air superiority on the first night of the war. To avoid aircraft losses, Lieutenant General Michael Short restricted NATO fliers to a minimum altitude of 15,000 feet. When Milosevic did not give in, NATO moved on to Phase II targets on 3 April and began targeting Yugoslav military

forces south of the 44th Parallel. As the conflict continued to drag on and the refugee crisis worsened, ALLIED FORCE began to focus on the morale of the Serb public rather than Milosevic himself. On 1 May, NATO expanded its target set to include lines of communications, refineries, and electric power grids in Serbia. Despite a major setback following the accidental bombing of the Chinese Embassy on 7 May, NATO aircraft kept up a steady effort of about 250 combat sorties per day until Yugoslav military authorities agreed to NATO demands on 9 June. Although historian John Keegan lauded ALLIED FORCE as proving a war can be won by airpower alone, Milosevic’s capitulation coincided with other key events of the conflict. In the last days of May, NATO leaders began publicly discussing options for a NATO ground offensive against Yugoslavia before the end of 1999. In addition, rebels of the Kosovo Liberation Army began a major offensive against Yugoslav forces in Kosovo on 26 May. Although the offensive failed, Yugoslav forces were forced to deploy to meet the rebel threat, which exposed their fielded forces to NATO air attack. Regardless, NATO airpower was the catalyst in ending ethnic cleansing in Kosovo in 1999.
Mark D. Witzel
References Carpenter, Ten Galen, ed. NATO’s Empty Victory, Washington, DC: CATO Institute, 2000. Daalder, Ivo H., Michael E. and O’Hanlon. Winning Ugly: NATO’s War to Save Kosovo. Washington, DC: Brookings Institute Press, 2000.

American Volunteer Group
World War II organization of volunteer fliers in China. The American Volunteer Group (AVG), popularly known as the Flying Tigers, grew out of Chinese President Chiang Kaishek’s desire for U.S. airplanes and pilots to protect the Burma Road, China’s only access route to the outside world. By the fall of 1940, Japanese forces had blockaded the Chinese coast, leaving an unimproved mountainous route from Rangoon, Burma, to Kunming, China, as the beleaguered nation’s logistical lifeline. Claire L. Chennault, Chiang’s air adviser, prepared a plan for a special volunteer American air unit to guard the road. Supported strongly by Secretary of the Treasury Henry Morgenthau, Chennault’s scheme won President Franklin D. Roosevelt’s approval in the winter of 1940–1941. Allocated 100 Curtiss P-40s, Chennault received permission to recruit personnel from the U.S. military services. Officially constituted for service with the Chinese Air Force on 1 August 1941, the AVG began training at Tongoo, Burma,

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close to Rangoon, in the fall of 1941. By early December, the organization had 82 pilots and 79 aircraft that were formed into three squadrons. Following the Japanese attack on Pearl Harbor on 7 December 1941, Chennault sent two squadrons to Kunming to protect the Burma Road while one squadron remained in Rangoon to fight alongside the Royal Air Force. The AVG saw its first action on 20 December 1941, when Chennault’s fliers shot down six of 10 Japanese bombers over Kunming. During the early months of 1942, when the news of U.S. losses in the Pacific seemed a litany of despair, the AVG provided the only positive news from Asia. The young airmen, in their shark-nosed P-40s—painting the nose with this fearsome image was an idea borrowed from the RAF in Africa—soon became national heroes in both China and the United States. Thanks in large part to the tactical training provided by Chennault and to an efficient early warning network of ground spotters,AVG pilots scored impressive victories over the Japanese at a time when Imperial forces seemed unstoppable elsewhere. On 4 July 1942, the AVG was officially demobilized. Recalled to U.S. military service, Chennault became commander of the China Air Task Force. Few of his AVG pilots, however, accepted induction into the U.S.Army Air Forces. The AVG left behind an impressive record, claiming 296 enemy aircraft shot down (a figure questioned by later authors) and losing only 14 P-40s in aerial combat (with another 72 P-40s lost in accidents or abandoned). Twenty-two Americans were killed or captured; another three individuals died in training accidents. Romanticized by the media at the time and later, the AVG nonetheless performed superbly under extraordinarily difficult circumstances. But perhaps even more important than any military contribution was their public relations value in the United States during the darkest days of World War II.
William M. Leary
See also Chennault, Claire L. References Byrd, Martha. Chennault: Giving Wings to the Tiger. Tuscaloosa: University of Alabama Press, 1987. Chennault, Claire Lee. Way of a Fighter. New York: Putnam’s, 1949. Ford, Daniel. Flying Tigers: Claire Chennault and the American Volunteer Group. Washington, DC: Smithsonian Institution Press, 1991.

Tatar family. He completed flight school in 1940. Initially unsuccessful, not until 31 May 1942 would he tally a score, ramming a Ju 88 with his Hurricane fighter. Many successes followed thereafter. In October 1942, he was transferred to the 9 GIAP (Guards Fighter Air Regiment), composed of handpicked pilots and equipped first with the Yak-1, later the P-39L, and finally the La-7. On 24 August 1943 AmetKhan was named a Hero of the Soviet Union for 19 individual and 11 group victories. During the war, Major AmetKhan completed 603 sorties and scored 30 individual and 19 group victories in 150 air combats. He was accorded the honor a second time on 29 June 1945. After the war he became a military test pilot. He was killed testing a Tu-16LL on 2 February 1971.
George M. Mellinger
References Bodrikhin, Nikolai, Sovetskie Asy, ocherki o Sovetskikh letchikakh. Moscow: TAMP Moscow, 1998. Seidl, Hans D. Stalin’s Eagles: An Illustrated Study of the Soviet Aces of World War II and Korea. Atglen, PA: Schiffer, 1998.

An Loc, Battle of (1972)
Major battle during the 1972 North Vietnamese Nguyen Hue (Easter) Offensive in which U.S. airpower proved the decisive factor. The Battle of An Loc, the capital of Binh Long Province in the III Corps Tactical Zone and only 65 miles from Saigon, was the southernmost prong of the Nguyen Hue Offensive, which was a large-scale, three-pronged conventional attack launched on 30 March 1972 (the other main communist attacks were aimed at Quang Tri and Kontum). On 5 April, North Vietnamese forces crossed the Cambodian border into the III Corps area of operations. After a feint at Tay Ninh City, the main attack was launched against Lôc Ninh, which was quickly overwhelmed, opening up a direct route down Highway QL-13 to Saigon through An Loc and Lai Khe. After the fall of Lôc Ninh, the North Vietnamese forces, consisting of the Fifth, Seventh, and Ninth Vietcong/ North Vietnamese Army Divisions, surrounded An Loc, effectively cutting it off from outside ground reinforcement and resupply. On 3 April, after heavily shelling the city for hours, the North Vietnamese launched a massive infantry attack supported by T-54 and PT-76 tanks from several directions. The North Vietnamese attackers were almost successful in hand-to-hand and house-to-house fighting, but fires from AH-1G Cobra helicopters and continuous tactical air support from U.S. Air Force, Navy, and Marine fighterbombers and Air Force AC-130 Spectre gunships enabled

Amet-Khan, Sultan (1916–1971)
Soviet fighter ace and twice Hero of the Soviet Union. Sultan Amet-Khan was born on 25 October 1916 in Crimea in a

Andrews, Frank Maxwell

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the defenders to hold out against the initial assault, but not before they were pushed into an area less than a mile square. Another critical factor in the ability of South Vietnamese forces to hold out in this and subsequent attacks was the impact of the B-52 ARC LIGHT missions that ringed the city and precluded the North Vietnamese forces from massing and completely overrunning the besieged defenders. The South Vietnamese suffered repeated ground attacks and roundthe-clock heavy shelling, but, aided by U.S. Army advisers and U.S. airpower, they continued to hold ground against overwhelming odds, though sustaining heavy casualties. During the course of the battle, 252 B-52 missions were flown and 9,023 tactical air strikes were carried out. During the siege, which was finally lifted in June, the three attacking North Vietnamese divisions sustained an estimated 10,000 casualties and lost most of their tanks and heavy artillery. South Vietnamese losses were 5,400 casualties, including 2,300 dead or missing. Although An Loc was in ruins, U.S. airpower had proved decisive, and the defenders had blocked a direct assault on Saigon and effectively blunted the North Vietnamese Easter Offensive in the South.
James H. Willbanks
See also
ARC LIGHT; Boeing B-52 Stratofortress; Gunships; Helicopters, Military

Use; McDonnell F-4 Phantom II; Vo Nguyen Giap References Pimlott, John. Vietnam: The Decisive Battles. New York: Macmillan, 1990. Willbanks, James H. Thiet Giap! The Battle of An Loc, April 1972. Fort Leavenworth, KS: The Combat Studies Institute, 1993.

1943), chairman of the Combined Operational Planning Committee, European Theater of Operations (1943–1944), and senior military adviser, U.S. Strategic Bombing Survey (1945–1946). Anderson also served as deputy commander for operations, Eighth Air Force (1944–1945). Promotions merited by Anderson to general-officer grade included brigadier general (1942) and major general (1944). During World War II, Anderson authored “A Study to Determine the Minimum Air Power the United States Should Have at the Conclusion of the War in Europe” (1943), which promoted a postwar plan dictating that the USAAF be strengthened so as to ensure world peace and stability under U.S. leadership and act as a countermeasure to the superior number of Soviet ground forces. Believing that U.S. ability to win future wars depended mainly on the development of superior technology and superior strategy, Anderson eagerly accepted the assignment of commandant of the Air War College, Maxwell AFB (1946–1950). As commandant, Anderson accentuated the necessity for the continuous integrated development of technology, strategy, and efficient use of military manpower in creating an effective airpower theory. Anderson’s tenure as commandant of the Air War College ended abruptly in September 1950, when his comments to a civilian reporter concerning use of atomic weapons against the Soviet Union caused General Hoyt S. Vandenberg, Air Force Chief of Staff, to relieve him. General Anderson retired from military service in December 1950 and died at Maxwell AFB,Alabama, on 23 August 1965.
Mark R. Grandstaff
References Anderson, Orvil A. The Reminiscences of General Orvil A. Anderson. Futrell, Robert, and Eldon W. Downs.“In Appreciation: Major General Orvil Anderson.” Aerospace Historian 12, 4 (1965): 103–105.

Anderson, Orville “Arson” (1895–1965)
U.S. Air Force general and airpower theorist. Orville “Arson” Anderson was born in Springville, Utah, on 2 May 1895. After leaving Brigham Young University before earning his degree, he enlisted in the U.S. Army Signal Corps Aviation Section in August 1917. Commissioned a second lieutenant a year later after completing balloon observer training,Anderson gained renown for participating in the airship flights of Explorer I (1934) and Explorer II (1935), the latter flight setting an altitude record of 72,395 feet. Anderson graduated from the Air Corps Tactical School (1937) and the Command and General Staff School (1938). Anderson’s initiation in studying and formulating philosophies of airpower began in 1938 when he became the executive secretary to the Air Corps Board at Maxwell Field. Successive assignments during World War II included Chief of Plans Division at Army Air Forces Headquarters (1941–

Andrews, Frank Maxwell (1884–1943)
U.S. Army lieutenant general and early advocate of offensive airpower. A West Point graduate (1906), Andrews joined the U.S. cavalry as a second lieutenant. He served in the cavalry for 11 years. When the United States entered World War I, Andrews received a transfer to the Aviation Section of the U.S. Army Signal Corps. He received his wings in 1918 and served in various stateside positions, including commander of U.S. flying fields. In the 1930s, cost-conscious Army leaders advocated purchase of less expensive light and medium bombers such as the B-18 Bolo. Andrews wanted Boeing’s four-engine

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Model 299 heavy bomber, better known as the B-17 Flying Fortress. To Andrews, GHQ AF was the offensive arm of Army aviation, and he became a vocal proponent of strategic bombardment theories and the acquisition of heavy bombers. On 30 October 1935, at Wright Field, Ohio, the prototype YB-17 crashed in flames during takeoff. Despite the setback, Andrews persisted, and his vision and determination saved the B-17. He convinced the Army to buy 13 B-17s for experimental purposes. Many called the B-17s “Andrews’s Folly,” but events of World War II soon proved his wisdom. Following the January 1943 Casablanca Conference, General Dwight D. Eisenhower made Lieutenant General Andrews commander of the European theater of operations for the Air Corps. Andrews performed his duties with dedication and verve. On the afternoon of 3 May 1943, during an inspection tour, General Andrews’s B-24D Liberator, fighting foggy conditions, crashed into a hillside while attempting to land at the Royal Air Force Base at Kaldadarnes, Iceland. Andrews and 13 others were killed. Only the tailgunner survived. Andrews was buried at Arlington National Cemetery. On 31 March 1949, Andrews Air Force Base, Maryland, was named in his honor. During his career, he received the Distinguished Service Medal, Distinguished Flying Cross, and Air Medal, along with many other decorations and honors.
William Head
References Copp, DeWitt S.“Frank M. Andrews: Marshall’s Airman.” In John L. Frisbee, ed., Makers of the United States Air Force. Washington, DC: Office of Air Force History, 1987. Head, William P. Every Inch a Soldier: Augustine Warner Robins and the Building of U.S. Airpower. College Station: Texas A&M University Press, 1995.

March 1917. Rejected as a fighter, with its speed and range it made many notable flights, including the 1918 Vienna raid led by Gabriele d’Annunzio (1863–1938) and the 1920 Rome-to-Tokyo flight. It is estimated that about 2,000 single- and two-seat variants were built until 1926. Ansaldo expanded, building new plants and acquiring the Pomilio firm in Turin. Disagreements over royalties owed to Savoja and Verduzio led Brezzi to introduce new Ansaldo types, starting with the A.1 Balilla fighter that saw little combat in World War I but was used successfully in Poland against the Soviets in 1921–1922. After World War I,Ansaldo sought markets abroad and in 1920 accounted for two-thirds of all Italian aircraft exports. It also introduced the A.300, a general-purpose biplane used extensively for army cooperation and training. But Ansaldo had overextended itself and was in a difficult financial position. The airframe activities were first concentrated in Turin, then formed into a separate company, Aeronautica Ansaldo, which obtained a license for the all-metal Dewoitine D.1 fighter, building it in the AC.2 and AC.3 variants. In 1925, Aeronautica Ansaldo was sold to Fiat, becoming its aircraft division under the name Aeronautica d’Italia.
Gregory Alegi
See also Fiat; Italian Aircraft Development References Alegi, Gregory. Ansaldo SVA 5. Berkhamsted, UK: Albatros, 1993. ______. Ansaldo A.1 Balilla. Berkhamsted, UK: Albatros, 2001. ______. Ansaldo (Sopwith) Baby. Berkhamsted, UK: Albatros, 2001. Castronovo, Valerio, ed. L’Ansaldo e la grande guerra, 1915–1918. Bari, Italy: Laterza, 1997.

Antimissile Defense Ansaldo
Italian leader in heavy engineering. The Ansaldo firm was created in 1852 in Genova to grant the Kingdom of Sardinia independence from foreign industry. Named after its general manager, Giovanni Ansaldo (1819–1859), it soon became a shipbuilding and armaments conglomerate and entered the aviation field in 1916. The first contract was for Sopwith Baby floatplanes under license, but the arrival of Giuseppe Brezzi (1878–1958), just released from the army, led to Ansaldo being chosen to build a new fighter type. Designed by army engineers Savoja and Verduzio, and easily recognized by the triangular rear fuselage and “W” arrangement of its wing struts, it was designated the SVA and flew in The use of defensive missiles and other means to destroy incoming missiles.Attempts at antiballistic missile (ABM) defense are almost as old as ballistic missiles themselves, but the daunting prospect of trying to “hit a bullet with a bullet” prevented most attempts from getting beyond the planning stages until the stakes were raised by the advent of nucleartipped intercontinental ballistic missiles (ICBMs) in the late 1950s. In the United States, ABM development continued throughout the late 1950s and 1960s but was slowed due to the daunting technical challenge as well as growing concern, in government and the public, that even if an ABM system could be made to work it would only accelerate the arms race. In 1969, the Sentinel program, with its ambitious goal of city defense, was transformed while still in development

Antisubmarine Warfare

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into the more limited Safeguard program, aimed now only at protecting a limited number of ICBM fields. In the Soviet Union, tests associated with its ABM program began as early as 1961, and by 1970 or 1971 the massive Galosh ABM system, built around Moscow, was probably fully operational. In May 1972, the United States and the Soviet Union signed the ABM Treaty, limiting research to the laboratory and allowing each side only two ABM sites of no more than 100 launchers each (reduced to one site in 1974). The U.S. site at Grand Forks, North Dakota, finally became operational in 1975, only to be canceled by Congress that same year; the Soviet system around Moscow continued in operation well into the 1980s. ABM research continued in both superpowers, however, refueled by Ronald Reagan’s dramatic March 1983 announcement of the new Strategic Defense Initiative. Although the so-called Star Wars system has never been deployed, its specter played an important role in the arms race during the last years of the Cold War. In the 1990s, with the advent of precision-guided munitions, the prospect of interceptor missiles that did not have to use nuclear warheads of their own became a realistic possibility for the first time. A very public demonstration of this was the use of U.S. Patriot missiles to intercept Iraqi Scud missiles over Saudi Arabia and Israel. Though later analysis concluded that far fewer of the Scuds may have been destroyed than was initially believed, the Scuds were more of a political and public relations problem than they were a military threat anyway, so in a sense the Patriot missiles accomplished their mission as soon as the media reported that they had. At the turn of the twenty-first century, the ABM controversy showed no signs of abating, as U.S. programs for both theater and national missile defense continued.
David Rezelman
See also Air Defense Command; Antisatellite Capability; Ballistic Missile Early Warning System; Defense Advanced Research Projects Agency; Distant Early Warning; Missiles, Intercontinental Ballistic; Missiles, Surface-to-Air; North American Air Defense Command; Precision-Guided Munitions; SAGE Defense System; Strategic Arms Limitation Talks; Strategic Defense Initiative References Baucom, Donald R. The Origins of SDI, 1944–1983. Lawrence: University Press of Kansas, 1992. Carter, Ashton B., and David N. Schwartz, eds. Ballistic Missile Defense. Washington, DC: Brookings Institution, 1984.

systems during the late 1950s. But the threat that these systems were intended to counter—Soviet nuclear weapons orbiting in space—failed to materialize. Because of the limitations of early guidance systems, antisatellite weapons had to use a nuclear warhead, but as the detonation of nuclear warheads would damage U.S. satellites as well, the capability was of questionable military value. The U.S. Army’s Nike-Zeus missile was originally developed as part of an antiballistic missile (ABM) system, but exoatmospheric missiles by definition provided a limited ASAT capability. A limited test series launched eight NikeZeus missiles from Kwajalein Island, and the first successful U.S. antisatellite intercept took place on 23 May 1963. During 1964 the U.S. Air Force deployed several nucleartipped Thor launch vehicles that were modified for the antisatellite mission on Johnston Island in the Pacific, and the so-called Program 437 system was tested at least 16 times until its retirement in 1976. Following this the U.S. emphasis shifted to nonnuclear kinetic kill mechanisms. The ASM-135A antisatellite missile was the primary U.S. ASAT effort during the early 1980s. Launched from a McDonnell-Douglas F-15 Eagle, this two-stage rocket carried a miniature kinetic kill vehicle that used an infrared sensor to home in on the target. A single operational test took place on 13 September 1985 against the Solwind P78-1 satellite, which was destroyed. Political and funding concerns cancelled the program in 1988. The existing Mid-Infrared Advanced Chemical Laser (MIRACL) located at White Sands Missile Range, New Mexico, is in the process of adapting the laser for use against satellites. In addition to MIRACL, the Pentagon is working on two other ground-based ASATs based on excimer and free-electron lasers. Both technologies could be operational by 2010. The directed energy systems would have the ability to destroy large numbers of satellites in a very short period of time, compared to the kinetic energy ASAT.
Dennis R. Jenkins
References Jenkins, Dennis R. McDonnell Douglas F-15 Eagle: Supreme HeavyWeight Fighter. Leicester, UK: Aerofax/Midland Counties, 1998.

Antisubmarine Warfare (ASW)
ASW seeks to neutralize the fighting capacities of submarines. Strategically, ASW forces accomplish their mission by containing, destroying, or limiting the effectiveness of submarine fleets. Tactically, ASW operations include four components: surveillance and reconnaissance; detection; tracking; and attack and destruction.

Antisatellite Capability
The United States first started work on antisatellite (ASAT)

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Stealth and invisibility are the submarine’s greatest allies; it can approach and attack its target without detection. Prenuclear submarines, however, were forced to surface periodically, leaving them vulnerable to discovery and attack. Military tacticians conceived the idea of using airplanes against submarines before World War I. In 1911, the British Admiralty, acknowledging the potential destructiveness of submarines, appointed a committee to study means for defending against the menace. Lieutenant Hugh Williamson, captain of the British submarine B-3, was one of the officers solicited for ideas. A pilot as well as a submariner, Williamson advocated, in his paper “The Aeroplane in Use Against the Submarine,” utilizing flying machines to neutralize hostile submarines. By Christmas 1914, balloons, airships, and other vehicles were reconnoitering submarines and tracking their movements. Kite balloons and dirigibles proved adept at locating submarines, consequently making their operations more hazardous and less productive.Within a few months, aircraft armed with small bombs were attacking submarines and inflicting damage. It was not until September 1916 that an airplane succeeded in sinking a submarine operating in open sea. Nonetheless, airplanes received substantial ASW duty, and by 1917 patrol aircraft were a fixture in Allied convoys traveling the Atlantic and Mediterranean. Military strategists drew three lessons from World War I airborne ASW. First, they discovered that any air presence, irrespective of its size, was better than none at all. As Williamson predicted, aircraft exerted the greatest pressure on submarines by forcing them to submerge, denying them the tactical advantage and thereby neutralizing them. The second lesson was that aircraft needed a dependable detection device if they hoped to fully participate in ASW. Finally, military officials concluded that antisubmarine aircraft needed technological advances in aerodynamics, weaponry, and telegraphy. The outbreak of World War II saw the Royal Air Force, the U.S. Naval Aviation Corps, and other agencies responsible for aerial ASW ill-equipped for their missions. Budgetary constraints left admirals and generals little money to test and equip their airplanes with radar, sonar, and other antisubmarine innovations. Few planes were equipped with shipsearch radar, sonar, or hydrophones. Most planes continued to use bombs, bombsights, and bomb-release gear that were substandard or obsolete. During World War II, airborne ASW evolved into a substantial threat as a result of advances in tactics, aircraft, submarine detection, and weaponry. Better coordination between patrol aircraft and convoy vessels increased the efficiency of both, and new long-range machines and aircraft carriers allowed for longer and wider surveillance and recon-

naissance. Strategic bombing wreaked havoc on submarine pens, yards, and installations. Radar, sonar, and magnetic airborne detection (MAD) enabled airplanes to locate and track submarines. Air-dropped depth charges and homing torpedoes permitted air units to more easily destroy their prey. Yet by war’s end, submarines had evolved sufficiently to thwart their airborne antagonists. Fast snorkel boats like the German Type XXI were practically impervious to airborne radar and MAD gear, again leaving aircraft without effective means to detect submarines. Technically, if not militarily, submarines emerged from the war victorious. Even today there is no single detection device capable of leading an aircraft to a submerged submarine. Modern ASW aircraft rely on a combination of radar, sonar, and magnetic, exhaust-trail, and infrared detectors to pinpoint the location of vessels. Onboard computers enable pilots to process data drawn from these various sensors. Once they have found their prey, aircraft employ acoustic homing torpedoes, guided missiles, and rockets to deliver the mortal blow. With silent, nonmagnetic submarines on the horizon, the future of aerial ASW poses significant challenges. Detection sensors and ordnance currently available seems powerless against vessels operating several miles beneath the surface. Yet despite these limitations, aircraft retain the speed, flexibility, and elusiveness that have traditionally made them dangerous to submarines. Aircraft will continue to operate as a destructive platform and, perhaps more important, as a constraining force whose mere presence restricts submarines to innocuous movements near the ocean floor.
Daniel E. Worthington
See also Aerial Torpedoes; Balloons; Flying Boats; Helicopters, Military Use; Magnetic Airborne Detection; Radar; Sikorsky, Igor I.; World War I Aviation; World War II Aviation References Price, Alfred. Aircraft Versus Submarine: The Evolution of the AntiSubmarine Aircraft, 1912–1980. London: Jane’s Information Group, 1980. Terraine, John. The U-Boat Wars, 1916–1945. New York: G. P. Putnam’s Sons, 1989.

Antonov Aircraft
Soviet aircraft design bureau specializing in military transport aircraft. Oleg Konstantinovich Antonov was born in Moscow in 1906, and from 1923 through the 1930s he specialized in the design and construction of gliders. During World War II, he was assigned to the Yakovlev bureau. He established his own Antonov design bureau in Siberia in 1946, relocating almost immediately to Kiev. The Antonov An 2

Anzio, Battle of

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appeared in 1947. Although it was ridiculed in the West for its seemingly outdated biplane configuration, it proved welladapted for its role as a civilian and military light transport capable of operating from undeveloped fields, carrying a dozen passengers. When production ended in 1992, a total of 17,400 An 2s had been built in the Soviet Union and Poland, plus another 1,500 in China.A more modern design, the An 8, appeared in 1958, a twin-engine, high-tail, shoulder-wing transport similar in concept to the Lockheed Hercules. After a short production run, two larger four-motor derivatives, the An 10 civilian airliner and the military An 12, appeared. The An 12, was even more like the C-130 and was capable of carrying light armored vehicles or 100 paratroops. Notable was the presence of a gun turret in the tail, present even on most civilian examples. With 1,265 examples produced, it became the Soviet Union’s main transport and was widely exported. During the period 1962–1992, Antonov also produced the An 24, An 26, An 30, and An 32 twin-motor, high-wing transports, all bearing more than a family resemblance, each optimized for slightly different functions, from feeder airliner to light cargo aircraft to aerial survey. Although the An 30 and An 32 were produced in small series, some 1,400 examples each of the An 24 and An 26 each were produced, and both were widely exported. Only 66 of the huge An 22s, with four contrarotating turboprops, were produced from 1965 to 1975; this aircraft was capable of transporting Scud missile launchers or two T-55 tanks and remains in limited service. Its successor is the An 124, a four-turbofan transport in the class of the C-5A and capable of lifting 150 tons. A stretched variant of the An 124, with six fan-jet engines and a twin tail, is the An 225, the largest (except for the Hughes Hercules flying boat) and most powerful aircraft ever built. This aircraft was designed specifically for piggyback transport of the Buran space shuttle. With the termination of the Russian shuttle program, the single An 225 has been grounded. The new generation of Antonov transports is the An 72 and An 74 family, with twin jets mounted over the shoulder-high wings. These transports have been in limited production from the late 1980s for both Russia and Ukraine.
George M. Mellinger
References Gunston, Bill. The Encyclopedia of Russian Aircraft, 1975–1995. Osceola, WI: Motorbooks International, 1995.

August, when the Mediterranean Allied Air Forces (MAAF) began hitting Luftwaffe bases, lines of communications, and coastal defenses. To hide the location of the landings, MAAF struck four potential beaches. The limited supply of ammunition for the naval guns made airpower even more important in the preassault bombardment. MAAF effectively interdicted German movements, but clouds hampered the final prelanding bombardment.
Grant Weller
See also Mediterranean Theater of Operations References Clarke, Jeffrey J., and Robert Ross Smith. Riviera to the Rhine. Washington, DC: Center of Military History, 1993.

Anzio, Battle of (1944)
The Allies’ attempted end run, launched on 22 January 1944, to outflank the Germans’ Gustav Line in Italy. The Wehrmacht’s fierce resistance at Cassino occasioned the Allied decision to execute an amphibious landing farther up Italy’s Tyrrhenian coast. As early as 13 January the XII Bomber Command and XII Air Support Command (XII ASC; later redesignated XII Tactical Air Command, or XII TAC) began preparatory attacks ranging from central Italy to the coasts of France. Units of the Fifteenth Air Force (Fifteenth AF) also participated. Employing every type of aircraft from Curtiss P-40 and North American A-36 fighter-bombers to Boeing B-17 and Consolidated B-24 heavy bombers, USAAF fliers pounded Axis airfields, railroads, road junctions, bridges, and targets of opportunity. Simultaneously they engaged Axis aircraft (almost entirely German) over Anzio’s environs in a largely successful battle for aerial superiority. At the assault’s beginning on 22 January 1944,“nearly the entire Twelfth Air Force [was] dedicated to supporting the invasion.” In addition, the Fifteenth AF dealt the Luftwaffe a severe blow by heavily bombing its airfields and repair facilities in the Po Valley on 30 January. Nevertheless, Allied forces failed to break out immediately. Taking advantage, German forces savagely counterattacked the beaches on 16 February. In response, XII ASC and Fifteenth AF flew more than 250 fighter and fighter-bomber sorties to help stem the German advance. More than 800 Fifteenth AF bomber sorties (North American B-25s, in addition to B-17s and B-24s) followed the next day, not counting continuing attacks by single-engine aircraft even as the Luftwaffe’s Messerschmitt Bf 109s and Focke-Wulf Fw 190s flew approximately 80 combat sorties of their own in close support of the German assaults.

ANVIL (1944)

Allied code name for invasion of southern France on 15 August 1944. Other commitments limited air support until 5

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The Allies’ furious pace sustained itself to the end of the critical phase of the German attacks on 20 February. Then three months of sustained positional warfare followed, as the beachhead remained contained by the German Fourteenth Army. Throughout the period, Allied airpower harassed German forces and attempted to keep the pressure off the beleaguered U.S.VI Corps. When the breakout finally did occur in May, Allied airpower played a key part. Strikes by XII TAC aircraft hit German lines of communication southeast of Rome, long-range artillery positions, and supply dumps. The railroad running northwest from the key local objective of Cisterna was repeatedly bombed and strafed, as were German gun positions around VI Corps’s perimeter. Heavy bombers of 15th AF were tasked to hit Velletri and Sezze while a forward air controller attached to VI Corps HQ directed fighter-bombers to targets of opportunity. Despite overcast conditions on D-Day (23 May), XII TAC fighterbombers flew 722 sorties on that day alone. Overall, Mediterranean Allied air force aircraft executed more than 73,000 effective sorties and dropped some 51,500 tons of bombs during Operation DIADEM, the simultaneous attacks on the Gustav Line and the breakout at Anzio. Twelfth Air Force alone was credited with destroying more than 6,500 motorized vehicles, tracked and wheeled, during the period.
D. R. Dorondo
References Craven, Wesley F., and James L. Cate, eds. The Army Air Forces in World War II, Volume 3: Europe: ARGUMENT to V-E Day, January 1944 to May 1945, Washington, DC: Office of Air Force History, 1983. Fisher, Ernest F. Cassino to the Alps: United States Army in WWII: The Mediterranean Theater of Operations. Washington, DC: Center of Military History, 1993. Hammel, Eric. Air War Europa: America’s Air War Against Germany in Europe and North Africa. Chronology, 1942–1945. Pacifica, CA: Pacifica Press, 1994.

Apollo Space Program
In 1961, President John F. Kennedy issued a public challenge that called for the United States to land a man on the moon before the end of 1969. Thus began a crash course designed in part to respond to repeated Soviet successes in space. Although the manned aspect of the challenge first involved the Mercury and Gemini programs, it also called for the investigation of lunar conditions and the construction of a rocket capable of reaching the moon. Thus, the existing Project Lunar Orbiter was modified to serve the needs of Apollo by measuring radiation and photographing the

moon closely. Five such missions were launched by 1967; in parallel, seven Surveyor missions were sent to land on the moon (two failed), thereby providing critical information to Apollo planners. In the meantime, a lunar vehicle had to be designed from scratch. Several formulas existed on paper for a lunar landing, each with advantages and shortcomings that depended on the number of passengers, the weight requirements, and what kind of vehicle would land on the moon. Eventually, the National Aeronautics and Space Administration (NASA) approved a new rocket, the massive Saturn V, with a three-man command module, which was developed and built by North American Aviation (later Rockwell). The command module was attached to a service module that contained all fuel, maneuvering rockets, and oxygen supplies. Above the capsule, an escape tower was installed for use during the launch phase of the flight. Although tested multiple times from 1964 onward, the capsule required modifications following a tragic accident during a ground test on 27 January 1967, when the crew of Apollo-Saturn 204 (a training mission later renamed Apollo 1) died on the launchpad at Cape Canaveral during a simulated flight. Eighteen months later, in October 1968, Apollo 7, the first manned mission, went into earth orbit. By then engineers at the Grumman Corporation were feverishly solving lastminute problems on the Lunar Module (LM), which was to serve as the landing vehicle. The strange shape of the contraption belied its extreme complexity, which involved the use of two engines in nonatmospheric conditions, guidance thrusters, and a landing gear that was light yet sturdy. When the details were finally settled, the LM was to take two of the three astronauts to the lunar surface. In December 1968,Apollo 8 orbited the moon for the first time. Three missions later, Apollo 11 successfully landed Neil Armstrong and Edwin Aldrin on the moon on 21 July 1969 (Michael Collins piloted the Apollo command module). Another six missions were launched, five of which were successful (Apollo 13 almost ended in disaster, but its crew returned safely to earth). The technical achievement of the Apollo program was stupendous and represented the culmination of technical efforts that dated back to the German rocket program in World War II. However, the splendid achievement happened amid turmoil over the ongoing Vietnam War, rising social problems, and a declining economy, all of which prompted President Richard Nixon to scale back the program. Consequently, Apollo 17 became the last mission to the moon. Apollo command modules were used, however, in the linking with the Skylab space station in 1973 and with a Soyuz capsule in 1975. Two completed Saturn V rockets re-

ARC LIGHT

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mained unused, however, and have since become exhibits at NASA’s Johnson and Kennedy Space Centers. The Apollo program did demonstrate a mastery of technocratic planning, but it failed to establish a clear legacy on which NASA could effectively build future programs. Consequently, such projects as the Space Shuttle faced considerable delays and troubles due to lack of direction from the White House and Congress.
Guillaume de Syon
See also Gemini Project; Mercury Space Program References Compton, W. David. Where No Man Has Gone Before: A History of Apollo Lunar Exploration Missions. Washington, DC: NASA, 1989. Logsdon, John M. The Decision to Go to the Moon: Project Apollo and the National Interest. Cambridge, MA: MIT Press, 1970. McCurdy, Howard. Space and the American Imagination. Washington, DC: Smithsonian Institution Press, 1997.

velopmental problems that, in turn, delayed the Ar 234’s maiden flight until 15 June 1943. Because of its narrow fuselage, with inadequate room for retractable landing gear, early versions took off on a trolley that was jettisoned as the plane lifted off. Later the wheels themselves were jettisoned. Additional prototypes flew later in 1943 with larger BMW engines. The B models of 1944 had traditional landing gear and first flew on 10 March 1944. Initial reconnaissance missions took place in the summer of 1944. The C models in production at the end of the war used four engines (in paired nacelles) rather than two. In all, more than 30 experimental models were built, but operations came too late to have any effect on the war. The only surviving example, a B model, is in the National Air and Space Museum in Washington, D.C.
Christopher H. Sterling
References Kober, Franz. The World’s First Jet Bombers—Arado 234, Ju 287. West Chester, PA: Schiffer, 1990. Myhra, David. Arado 234C. Atglen, PA: Schiffer, 2000. Smith, Richard K., and Eddie J. Creek. Arado 234 Blitz. Sturbridge, MA: Monogram Aviation, 1992.

Arado Ar 234 Blitz
The world’s first jet bomber. The Blitz (or Lightning) entered Luftwaffe service early in 1945, having already served in a reconnaissance role. More than 200 of the twin-jet aircraft were manufactured, but because of fuel shortages and transportation problems, perhaps half actually reached combat units. Development began in late 1940, with the first prototype completed by 1943. The Junkers Jumo turbojets had de-

ARC LIGHT

Code name and general term for the use of B-52 Stratofortress bombing missions to support ground tactical opera-

The world’s first operational jet bomber was the slender, fast Arado Ar 234. Highly effective, it was built in small numbers and too late to affect the outcome of the war. (Walter J. Boyne)

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tions, to interdict enemy supply lines in Vietnam, Cambodia, and Laos, and later to strike targets in North Vietnam. In 1964, the U.S. Air Force began to train strategic bomber crews in the delivery of conventional munitions. Under Project Big Belly, all B-52Ds were modified so that they could carry nearly 30 tons of conventional bombs. B-52s were deployed to air force bases in Guam and Thailand. ARC LIGHT operations were most often close air support bombing raids of enemy base camps, troops concentrations, and/or supply lines. They were used for the first time in support of troops in contact during the Battle of the Ia Drang Valley in November 1965. Releasing their bombs from 30,000 feet, the B-52s could neither be seen nor heard from the ground as they inflicted awesome damage. B-52s were instrumental in breaking up enemy concentrations besieging Khe Sanh in 1968 and Pleiku and An Loc in 1972. The two most famous B-52 operations were LINEBACKER and LINEBACKER II. President Richard Nixon ordered LINEBACKER to stem the tide of the North Vietnamese Army’s 1972 Easter Offensive. In December 1972, Nixon ordered LINEBACKER II, the so-called Christmas bombings. During this operation, B-52s bombed Hanoi and Haiphong to force North Vietnamese negotiators back to the table at the Paris peace talks. Between June 1965 and August 1973, 126,615 B-52 sorties were flown over Southeast Asia. During those operations, the U.S. Air Force lost 31 B-52s: 18 from hostile fire over North Vietnam and 13 from operational causes.
James H. Willbanks
See also An Loc, Battle of; Boeing B-52 Stratofortress; Cambodia Bombings; Khe Sanh; LINEBACKER I; LINEBACKER II References Berger, Carl, ed. The United States Air Force in Southeast Asia. Washington, DC: U.S. Government Printing Office, 1977. Morrocco, John. The Vietnam Experience: Thunder from Above—The Air War, 1941–1968. Boston: Boston Publishing Company, 1984. ______. The Vietnam Experience: Rain of Fire. Boston: Boston Publishing Company, 1985.

Argentine Aircraft Industry
Recent decades have been difficult for Argentina, formerly a prosperous and modernizing nation now struggling to preserve its industrial base. Lockheed Martin seems to have assured a continuing aeronautical tradition by acquiring, from Argentina’s privatizing government, Latin America’s oldest aircraft factory (dating from 1927) in the industrial city of Cordoba.

From Argentina’s earliest powered flights in 1910, the simple airplanes of the era were constructed locally. European advances were closely linked to Buenos Aires via ample steamship connection and plentiful immigration from Italy and elsewhere. World War I was a disruption, but a new stream of aircraft and airmen began arriving in 1919. Growth in population and wealth reached a peak in the 1920s, and the Fabrica Militar de Aviones (FMA; Military Aircraft Factory) was inaugurated by the government in 1927. License production of engines and aircraft commenced, with the British-designed Avro 504-J and Bristol F.2B and the French Dewoitine D.21 fighter being the initial products. Many indigenous designs followed. A great variety of military and civil aircraft would be built over the years. A spectacular era occurred after World War II, as European talent once again refreshed Argentine airpower. Kurt Tank, designer of the Luftwaffe’s formidable Focke-Wulf Fw 190 fighter, built five examples of his sweptwing jet design, as the IA-33 Pulqui II. The IA-27 Pulqui I had been a basic straight-wing jet prototype. Examples of these and other national designs are preserved in Argentine museums. Many British military aircraft were imported after World War II and, later, U.S. aircraft, after diplomatic relations improved (Argentina was pro-Nazi until 1945). The FMA in Cordoba constructed transports, trainers, and light aircraft; foreign as well as domestic designs were assembled. But the old factory lost some of its earlier prominence as the nation’s economic problems limited its business. Restricted funding came with political change after Argentina lost the 1982 Falklands War with Great Britain. Plans to link up with the expanding Brazilian light airliner business failed to mature. Development of the Condor 500-mile-range missile also ended. Lockheed Martin, which in 1995 negotiated a 25-year lease on the Cordoba facilities, with further extension foreseen, was a welcome newcomer. Meanwhile,Argentina had supported the U.N. Coalition during the 1991 Gulf War. With Argentina’s foreign policy aligning with NATO, a desperately needed upgrade to the nation’s air force came in the form of the Douglas A-4AR “Fighting Hawk.” Argentina had flown similar A-4 Skyhawks in the 1982 Falklands War, but the aircraft of 15 years later are remanufactured with modern controls and systems by Lockheed Martin in Cordoba. Meanwhile, several FMA products that had languished have found new life. The IA-63 Pampa jet trainer, begun in 1979 in collaboration with Germany’s Dornier, is again on the market, now supported by a reinvigorated plant. The IA-58 Pucara, used during the Falklands conflict, may again be built in small numbers. The AMX light fighter-bomber, a joint project with Aermacchi, may also see more production

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due to the type’s success in the Balkans with the Italian air force. Many developing nations are attempting to initiate aviation industries to supply local needs and to boost technological levels. Argentina is a different case, with a substantial tradition of aircraft manufacture. It appears that Cordoba will continue to be one of the more important centers of airpower in the Southern Hemisphere for years into the future.
Gary Kuhn

The task begun during Operation ARGUMENT would be completed with attacks on Berlin in March and strafing of German airfields in April and May, ensuring Allied air superiority for the Normandy invasion on 6 June 1944.
Sherwood S. Cordier
See also German Air Force (Luftwaffe); North American P-51 Mustang; Spaatz, Carl Andrew; Strategic Bombing References Goodson, James A. Tumult in the Clouds. New York: St. Martin’s, 1983. Knoke, Heinz. I Flew for the Führer. London: Evans Brothers, 1953.

ARGUMENT (BIG WEEK, 1944)
BIG WEEK, formally known as Operation ARGUMENT, was the Allied code name for a coordinated assault in February 1944 upon German fighter factories and ball-bearing works located in Germany, Austria, and occupied Poland. These attacks were mounted by the U.S. Eighth Air Force flying from England and the U.S. Fifteenth Air Force flying from Italy. Daylight raids by U.S. bombers were supplemented by Royal Air Force area-bombing by night. Operation ARGUMENT sought to disrupt fighter production, compelling German fighters into the air where they could be destroyed. Only thus could German airpower be defeated and the success of the forthcoming Allied invasion of the continent be assured. Air superiority, the key goal of this offensive, could not have been achieved without the long-range North American P-51 Mustang fighter that escorted U.S. bombers to their targets. For this attack, U.S. Strategic Air Forces in Europe massed 1,180 operational B-17 and B-24 bombers, as well as 676 operational P-47, P-38, and P-51 fighters. The German defensive force comprised 350 Fw 190 and Bf 109 fighters, 100 twin-engine Me 110, 210, and 410 machines, and 50 night-fighters. Armed with 210mm rockets, the twin-engine fighters were the worst threat to U.S. bombers. Hammer blows fell upon Messerschmitt plants at Regensburg, Leipzig, Augsburg, and Gotha. Focke Wulf factories were hit at Kreising, Tutow, and Posen. Ball-bearing works at Schweinfurt, Stuttgart, and Steyr were pounded. Bad weather brought BIG WEEK to an end after 25 February. The Americans lost 227 bombers (5.9 percent), and the RAF lost 157 (6.7 percent); 42 U.S. fighters were also lost. The Germans lost an estimated 700 fighters in production, and 232 aircraft awaiting delivery were destroyed. Luftwaffe Quartermaster’s documents conceded that 282 fighters were shot down. The twin-engine force was decimated. Although increased German efforts could produce more fighters, the 100 veteran pilots and combat leaders killed during BIG WEEK were irreplaceable.

Armstrong, Neil A. (1930–)
U.S. test pilot and astronaut. Armstrong was born in Wapakoneta, Ohio, on 5 August 1930. Upon receiving a scholarship from the U.S. Navy, he enrolled at Purdue University and began studies in aeronautical engineering. In 1949, the Navy called him to active duty. During the Korean War, he served as an aviator and flew 78 combat missions while assigned to the aircraft carrier USS Essex. By 1955, Armstrong completed his bachelor of science degree at Purdue and became a research pilot for the National Advisory Committee for Aeronautics (NACA) and then its successor, the National Aeronautics and Space Administration (NASA). In 1962, he piloted the X-15 rocket plane to an altitude of 207,500 feet and to a speed of 3,765 mph. Later in 1962, he was selected with the second group of astronauts. His first space flight occurred in March 1966 aboard Gemini 8. He and fellow crewmate David Scott reached earth orbit and achieved the first successful docking with another spacecraft. Shortly after docking with the Agena target vehicle, both spacecraft began to tumble wildly. Though he was successful in disengaging from the Agena, a stuck thruster on the Gemini vehicle forced Armstrong to make an emergency landing in the Pacific Ocean. In January 1969, he was chosen as crew commander of Apollo 11. On 16 July 1969, Armstrong, along with Buzz Aldrin and Michael Collins, rode a Saturn 5 rocket to the moon. He and Aldrin descended to the moon’s surface in the Lunar Module Eagle. Hours later, Armstrong became the first human to step onto the lunar surface. After returning to earth, Armstrong held the position of NASA deputy associate administrator for aeronautics (1970–1971) and a professorship at the University of Cincinnati (1971–1979). Currently, he is chairman of AIL Technologies, Inc., and sits on many other corporate boards.
Mark E. Kahn

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A great test pilot and the first man to walk on the moon, Neil Armstrong pats the X–15 with respect, knowing it was the most advanced test aircraft in the world. (NASA)

See also Apollo Space Program; Gemini Project; National Aeronautics and Space Administration; North American X-15 References Chaikin, Andrew. A Man on the Moon: The Voyages of the Apollo Astronauts. New York: Penguin Books, 1994. Compton, William, David. Where No Man Has Gone Before: A History of Apollo Lunar Exploration Missions. Washington, DC: U.S. Government Printing Office, NASA SP-4214, 1989.

Armstrong Whitworth Aircraft
British aircraft manufacturer. Like several aircraft firms in Great Britain and in Germany, Armstrong Whitworth descended from local shipbuilding firms. It entered aviation initially with the manufacture of aircraft engines and propellers. It launched into aircraft design and manufacture in 1913, its efforts enhanced by the acquisition of Frederick Koolhoven as a designer.

During World War I, the principal contribution by Armstrong Whitworth to the war effort was the FK.8 (the “Big Ack”), of which 1,652 were built by 1918. A reconnaissance aircraft, the FK.8 (the letter designation deriving from the initials of the designer) proved to be a major improvement over the earlier Royal Aircraft Factory BE.2c observation planes in which so many Royal Flying Corps crews were sacrificed. The FK.8 proved to be versatile, performing well in the ground attack and bombing roles as well as the usual tasks of an observation plane. After the war, the firm was reorganized into two firms, Armstrong Siddeley Motors and Sir W. G. Armstrong Whitworth Aircraft. It was able not only to survive but also to prosper during the interwar years with the introduction of two biplanes powered by radial engines.The first of these was the Siskin, a delightfully aerobatic aircraft that was the star of the Hendon Displays. Aesthetically displeasing, the Siskin in its later models offered a 156 mph top speed and superb maneuverability. The Royal Air Force purchased 485 of them at a time when most manufacturers were fighting for orders.

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Its sibling was the equally plain-looking Atlas, an army cooperation aircraft that replaced the aging Bristol fighters that many RAF units still flew. Like the Siskin, the Atlas was of metal construction with fabric covering and retained the fixed-pitch propeller attached to an uncowled radial engine, fixed landing gear, and open cockpits. The Atlas remained in production until 1933, with 446 being purchased. Armstrong Whitworth was thus well positioned to compete for the new orders that were on the horizon because of the threat of war. The firm made a complete departure from past practice with its next aircraft, the famed Whitley. It was of all-metal, stressed-skin construction and had well-cowled engines, an enclosed cockpit, and retractable landing gear. The Whitley did well early in World War II as a bomber but was soon relegated to other duties when the four-engine bombers came on the scene and Armstrong Whitworth was tasked to build Avro Lancasters. It continued to build other manufacturer’s designs after the war, including the Hawker Sea Hawk and Gloster Meteor. The only company products to reach production were the Argosy freighters, of which 72 were built. After a series of mergers, the name disappeared when it became part of Hawker-Siddeley Aviation in 1965.
Walter J. Boyne
References Bruce, J. M. British Aeroplanes, 1914–1918. New York: Funk and Wagnalls, 1957. Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Sparkford, UK: Patrick Stephens, 1993.

At the outbreak of World War I, Arnold was recalled from the Panama Canal Zone, where he had organized the 7th Aero Squadron, to Washington to head the information office of the Aviation Section of the U.S. Army Signal Corps. Rising swiftly in rank, he became the youngest full colonel in the U.S. Army. He asked for and received a combat assignment but never realized it because of illness. During the immediate post–World War I years, Colonel Arnold served in a variety of supervisory positions in California, culminating as commanding officer of Rockwell Field, San Diego. Because of his continuing support of Brigadier General Billy Mitchell, who had angered the War Department with his constant badgering to gain public support for a separate air force, Major General Mason Partrick, chief of the Air Service,“exiled”Arnold to Fort Riley, Kansas, in February 1926. Back in favor in the redesignated U.S. Army Air Corps and after graduating from the Command and General Staff College at Fort Leavenworth, Kansas, in 1929, Arnold completed a two-year tour at Wright Field, Ohio. Then he received one of his most important career assignments: as commanding officer of March Field, California, where he experimented with squadron fighter tactics, cargo airlift operations, and long-range bombing missions that helped estab-

Arnold, Henry H.“Hap” (1886–1950)
Pioneer U.S. military aviator and later the general who had primary responsibility for building the most powerful air force of any combatant nation during World War II. Henry H. Arnold was born on June 25, 1886, into a family that had a long tradition of military service. Following graduation from West Point in 1907, he spent two years in the Philippines until returning to Governors Island, New York, were he observed flights by the Wright brothers, Glenn H. Curtiss, and other early pilots. Arnold soon volunteered for flight training, which he successfully completed in 1911. Over the next few years he served as a stunt flier in several movies, and on June 1, 1912, at College Park, Maryland, he established an altitude record of 6,500 feet in a Model B Wright biplane, a feat that earned him the first MacKay Trophy, presented annually thereafter for the most meritorious accomplishment in military aviation.

The first—and to date only—General of the Air Force, Henry H. “Hap” Arnold. He literally worked himself to death in the service of his country. (George M. Watson, Jr.).

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Artillery Spotting

lish operational procedures used by the U.S.Army Air Forces during World War II. During the early 1930s, Colonel Arnold sought every opportunity to publicize the Army Air Corps and the role of airpower in war. He addressed civic gatherings and luncheons, attended fairs and rodeos, and developed a close rapport with many Hollywood producers and movie stars. He also made lasting friendships with members of the scientific community at the California Institute of Technology, including Dr. Theodore von Kármán, the renowned aerodynamicist. In 1934, Arnold was called to Washington to lead a flight of 10 B-10 bombers from Washington to Alaska and back, a round-trip of 7,630 miles. The successful flight won Arnold an invitation to the White House from President Franklin D. Roosevelt, a second MacKay Trophy, as well as his first star and a new assignment as commander of the 1st Wing, General Headquarters Air Force, located at March Field. He was back in Washington in less than a year as assistant chief of the Air Corps, a position he held until September 1938, when he became chief, succeeding Major General Oscar Westover, who was killed in a plane crash. As the Nazi onslaught dismembered Europe, General Arnold recognized that existing and proposed air bases would not be able to handle the pilot training load, so he turned to civilian flying schools to provide primary instruction. By December 1941, some 40 schools were managing the Army Air Forces’ entire primary flight training program, freeing military installations to concentrate on advanced flight instruction. General Arnold also devised a plan to establish airfields and weather stations in Greenland (April 1941) and Iceland (July 1941). The significance of these bases, whose construction was originally criticized because they were thought to be vulnerable to enemy attack, was best expressed by General Dwight D. Eisenhower. Arnold’s plan, he said, “enabled us to send thousands of fighter planes to Europe under their own power, thus saving enormous sums of money that would have had to be put into shipping to transport them.” Several months after Germany launched World War II, on September 1, 1939,Arnold formally requested permission to contract for studies to build a very-long-range bomber. This aircraft, later designated the B-29 Superfortress, would perform spectacularly in the war against Japan. Throughout World War II, General Arnold and General George Marshall, Army Chief of Staff, worked closely on matters affecting the USAAF. Arnold’s unrivaled knowledge of the USAAF, and his long personal friendship with Marshall, helped both men. As the war proceeded, both agreed that establishing an independent air force ought to await the end of the conflict.

Arnold was known for driving his subordinates hard, but he also drove himself hard. During the war he suffered two heart attacks; the first in May 1943 prevented him from attending the third Washington Conference. His second heart attack struck him down in March 1945 and prevented him from attending the Malta Conference between British and U.S. officials and the Yalta Conference, which also included the Russians. He was on his feet in less than a month when he flew to Europe to visit his commanders and General Eisenhower. In May 1945, Arnold turned his attention to the war in the Pacific and visited the Marianas, observing the B-29 squadrons and reviewing the strategic air campaign against Japan. After a B-29 dropped the first atomic bomb on Hiroshima, Japan’s capitulation soon followed. Arnold retired on March 1, 1946, and left Washington for his ranch at Sonoma, California, where he worked on his memoirs, Global Mission. Honors followed Arnold’s retirement. Congress promoted him to the permanent five-star grade of General of the Army in 1946, and in May 1949 President Harry Truman awarded him the permanent five-star rank of General of the Air Force. His greatest reward came in 1947 with the passage of the National Security Act, which established the U.S. Air Force as an independent service arm—a goal Arnold and his commanders had long sought. He suffered three more heart attacks; the last one, on January 15, 1950, was fatal. Robert A. Lovett, the wartime assistant secretary of war for air, eulogized Arnold at the burial ceremony at Arlington National Cemetery, stating that he was as much a casualty of the war as if he had been severely injured in the line of duty.
George M. Watson Jr.
References Arnold, Henry H. Global Mission. New York: Harper and Bros., 1949. Copp, Dewitt S. A Few Great Captains: The Men and Events that Shaped the Development of U.S. Air Power. Garden City, NY: Doubleday, 1980. ______. Forged in Fire: Strategy and Decision in the Air War over Europe, 1940–1945. Garden City, NY: Doubleday, 1982. Watson, George M. Jr.“A 5-Star Leader,” Airman 30, 6 (June 1986): 29–32.

Artillery Spotting
One of the primary missions in the early history of air warfare. Aviation’s most important use during World War I was reconnaissance, and on the Western Front, reconnaissance’s biggest subdivision was artillery regulation. Spotting was still done the old-fashioned way, by climbing a hill and looking through binoculars, but to this tried-and-

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true method balloons and airplanes were added. Both corrected fire by telling batteries whether shots were falling long or short, left or right of the target, using a sectioned circle aligned with local maps to further pinpoint the references. Balloons kept in touch by telephone, but airplanes employed less exact means. Visual techniques were used, the airplane signaling by light flashes or flares, the battery “talking” back via large, white cloth letters laid on the ground. One-way wireless was also employed, the aircraft being able to tap out Morse messages to a receiver on the ground but being unable to receive itself. As transmitters required a weighted wire antenna that had to be reeled in if attacked (or in any case before landing), this method had a downside. Improvements in aviation and in radio technology changed things dramatically by World War II, eliminating these primitive methods, but the basic idea of the “spotter” as the artilleryman’s eye in the sky remained important.
James Streckfuss
See also Balloons; World War I Aviation References Imrie, Alex. Pictorial History of the German Army Air Service, 1914–1918. Chigago: Henry Regnery, 1971. Watkins, Nicholas C. The Western Front from the Air. Phoenix Mill, Glouchstershire, UK: Sutton, 1999.

Atlantic, Battle of the (1940–1945)
The critical campaign to secure the transoceanic link between Europe and the Western Hemisphere. Winning the Battle of the Atlantic ensured the Allies’ ability to project their greater strategic power onto and over the continent of Europe and the Mediterranean. Only thus could the European Axis powers be defeated; but airpower over the Atlantic was not unique to World War II. As early as 1918, fully 685 aircraft and 103 airships of the Western Powers had patrolled the Western Approaches and the Narrow Seas. By 1939, airpower’s role in an Atlantic war had only grown. Adolf Hitler’s Kriegsmarine (Navy) constituted a genuine threat to the Allies’ survival. The Kriegsmarine exhibited dash, aggressiveness, and technical proficiency, particularly regarding naval gunnery and in the U-boat service. By contrast, the Seeluftstreitkräfte (Naval Air Force) remained a miniscule, largely land-bound stepchild subordinated to the Luftwaffe. Nevertheless, 13.4 percent of all Allied vessels sunk in the Atlantic fell prey to German airpower. The X Fliegerkorps (Air Corps) in Norway and Kampfgeschwader 40 (40th Bomber Wing) on the Atlantic Coast of France demonstrated particular proficiency

in attacks on shipping. The latter unit employed, among other types, the Focke-Wulf Fw 200 Condor, a long-range reconnaissance bomber famously called the “scourge of the Atlantic” by Winston Churchill for its deadly efficiency between 1940 and 1942. The X Fliegerkorps operated aircraft such as the Junkers Ju 87 Stuka dive-bomber and Ju 88 and Heinkel He 111 torpedo-bombers. Heinkel also supplied the rugged and versatile He 115 twin-engine torpedo-bomber/ floatplane. Before U.S. entry into the war, Great Britain responded to Germany’s Atlantic threat with vigor. Eventually four groups of RAF Coastal Command were activated under the British Admiralty’s operational control. Coastal Command patrolled inshore waters flying standard RAF types such as Bristol Beaufort and Beaufighter torpedo-bombers. Besides early models of the Boeing B-17 Flying Fortress and the remarkable Consolidated B-24 Liberator (also flown by the Royal Canadian Air Force), Coastal Command employed the Short Sunderland flying boat, whose 20-hour endurance and heavy defensive armament earned it the German nickname “Flying Porcupine.” Complementing Coastal Command, the Royal Navy’s farranging carriers embarked Fairey Swordfish, Albacore, and Barracuda torpedo-bombers. British combat air patrol pilots manned Gloster Sea Gladiator biplanes, and, later, Fairey Fulmars, Hawker Sea Hurricanes, and Supermarine Seafires. Supplementing these fighter aircraft were Grumman F4F Wildcats (“Martlets” in British service) and F6F Hellcats. Chance-Vought F4U Corsairs entered the Royal Navy’s inventory later. As events demonstrated, the Royal Navy’s organic airpower, though limited in strength compared to the U.S. Navy’s, proved crucial not only in helping drive the Kriegsmarine’s surface raiders from the North Atlantic— especially apparent in the sinking of the battleship Bismarck—but also in defeating the submarine menace during the period 1943–1945. In addition, the U.S. Navy, though officially neutral, became increasingly active in the war in, and over, the Atlantic. The USS Long Island, the U.S. Navy’s first escort carrier (eventually designated CVEs), was commissioned on 2 June 1941 with the potential aim of providing air cover for the so-called midocean gap lying beyond the effective range of shore-based antisubmarine patrols. Later the USS Wasp ferried 30 Curtiss P-40 Warhawks to Iceland on 25 July to protect that vital North Atlantic way station. After December 1941, U.S. coastal antisubmarine sweeps flown by Consolidated PBY Catalina patrol-bombers and, occasionally, blimps proved of limited effectiveness. Nevertheless, the U.S. Navy increased the pressure against the U-boats even while fighting a two-ocean war. Only the CVEs in U.S. and British service, however, would truly succeed in bringing airpower effectively to bear against the sub-

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Atlantic, Battle of the

While bombers could be flown across the Atlantic routinely, it was more expeditious to deliver fighters by ship, and carriers were sometimes pressed into service to do so. Here Lockheed P-38s and Curtiss P-40s get a helping hand across the sea. (U.S. Navy)

marines. Embarking between six and 30 aircraft, these “baby flattops” formed the core of hunter-killer groups beginning in mid-1942. Using “Huff Duff ” high-frequency direction-finding, Leigh lights, homing torpedoes, and fin-stabilized depth charges as well as machine guns and cannons, the group’s pilots attacked the U-boats with increasing effectiveness. The fliers’ principal aircraft were Grumman TBF/TBM Avenger torpedo-bombers supported by Wildcats. During 1944 the U.S. Navy’s hunter-killer groups claimed 16 U-boats destroyed, another 17 being credited to aviators of the Royal Navy. By war’s end, some 63 German submarines had been sunk by U.S. Navy aircraft. In the Mid-Atlantic and South Atlantic, too, airpower proved crucial to Allied success. For Operation TORCH, the U.S. Navy supplied one fleet and several escort carriers embarking Wildcats and Avengers to support the landings of

early November 1942. In addition, the escort carrier USS Chenango ferried the Warhawks of the USAAF’s 33rd Fighter Group to Morocco for operations ashore. Farther south a midocean barrier centered on Ascension Island. There U.S. Navy Consolidated PB4Y-1 Privateers helped prevent marauding German surface raiders and submarines from causing havoc in the southern shipping lanes, including the ferry route for aircraft from eastern Brazil to Takoradi on the Ghanaian coast.
D. R. Dorondo
See also Fleet Air Arm; United States Navy, and Aviation References Macintyre, Donald. Aircraft Carrier: The Majestic Weapon. Ballantine’s Illustrated History of World War II, ed. Barrie Pitt, NY: Ballantine Books, 1971.

Atomic Bomb
Polmar, Norman. Aggressors: Carrier Power versus Fighting Ship. Charlottesville, VA: Howell Press, 1990. Wood, Tony, and Bill Gunston. Hitler’s Luftwaffe. London: Salamander Military Press, 1990.

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Atomic Bomb
Weapon developed by the United States to end World War II. In August 1939, prominent American scientists headed by Albert Einstein wrote to warn President Franklin D. Roosevelt that scientists in Nazi Germany were conducting experiments to purify uranium-235 (U-235), an essential ingredient for building an atomic bomb. The president authorized a committee to determine whether nuclear fission was possible, for at that time no ordinary chemical extraction method could separate U-235 from the more common—and nonfissionable—Uranium-238 (U-238). When émigré German scientists working in Britain deemed such a process feasible, the British government in 1941 sent the United States a report discussing the realities of nuclear fusion. American scientists, anxious that the Germans had a two-year lead, encouraged Roosevelt to initiate a crash program to build an atomic bomb. The U.S. Office of Scientific Research and Development took the organizational lead on the project, but the War De-

partment assumed control in the autumn of 1942. The latter gave the project its code name, the Manhattan Engineer District, which was shortened to the Manhattan Project. Soon a huge enrichment laboratory and plant was built at Oak Ridge, Tennessee. Harold C. Urey and his colleagues at Columbia University devised an extraction system that was based on the principle of gaseous diffusion, and Ernest O. Lawrence at the University of California–Berkeley implemented a magnetic process to separate the two isotopes U-235 and U-238.A gas centrifuge was then used to separate the lighter U-235 from the heavier, nonfissionable U-238. Following this, only one final test remained: to “split the atom.” More than $2 billion was spent and some of the most renowned minds of the time worked on the Manhattan Project. One of those scientists was J. Robert Oppenheimer, who oversaw the project from conception to completion. Brigadier General Leslie R. Groves, who had served as deputy chief of the Army Corps of Engineers Construction Division and who oversaw the building of the Pentagon, would serve as the military authority over the project. His military colleagues considered him an “able, aggressive, and industrious officer who repeatedly demonstrated superior engineering, administrative, and organizational abilities.” With the bomb becoming a reality, it was now viewed as more than a must-have defensive weapon against the Germans and Japanese. Now it was perceived as the offensive

The Boeing B-29 Bock’s Car, which dropped the atomic bomb on Nagasaki, can be found at the magnificent Air Force Museum at Wright Patterson Air Force Base, Ohio. (U.S. Air Force)

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Austria-Hungary

trump card that could not only terminate the war but also be used by the victors in their efforts to police the world after the war. With the establishment of the Los Alamos facility on 1 April 1943, where the world’s first atomic bomb would eventually be constructed, the army’s basic structure of organization to administer the program was in place. In the spring of 1944, Chief of Army Air Forces General Henry “Hap” Arnold and Brigadier General Groves agreed on the broad division of responsibilities in preparing to actually deliver the atomic bomb to a target. The USAAF would organize and train the requisite tactical bomb unit and exercise control over delivery of the bomb. The Manhattan Project (i.e., Groves) would receive from the USAAF whatever assistance it needed in ballistic testing of bombs and air transportation of materials and equipment. The USAAF unit subsequently designated to deliver the bombs on Hiroshima and Nagasaki was the 509th Composite Group, formally activated on 17 December 1944. The bomb was successfully tested on 16 July 1945 at Alamogordo, New Mexico, and less than a month later the Japanese surrendered. The atomic bomb ushered in a new postwar atomic reality: It would be used as a military and diplomatic deterrent by the Western powers against Soviet aggression. The means to carry and deliver the atomic message would be the world’s strongest force: the United States Air Force.
George M. Watson Jr.
See also Arnold, Henry H.“Hap”; Hiroshima References Dear, I.C.B., gen, ed. and M.R.D. Foot, cons. ed. The Oxford Companion to World War II. Oxford: Oxford University Press, 1995. Feis, Herbert. Japan Subdued: The Atomic Bomb and the End of the War in the Pacific. Princeton: Princeton University Press, 1961. Groves, Leslie R. Now It Can Be Told: The Story of the Manhattan Project. New York: Harper and Row, 1962. Jones, Vincent C. Manhattan: The Army and the Atomic Bomb. United States Army in World War II. Washington, DC: Center of Military History, Department of the Army, 1985.

Austria-Hungary
A major power in the early use of air warfare. Aviation roots ran deep in the Austro-Hungarian Empire, which undertook the world’s first aerial attack in 1849: two unmanned balloons, laden with explosives, launched and aimed at the Italian arsenal in Venice. Following this promising beginning, however, progress slowed, and by the time World War I erupted the Dual

Monarchy could only lay claim to a single aircraft builder, Lohner. Lacking the industrial capacity of Germany, AustroHungary’s aviation did not develop as rapidly prior to, or during, the war. A good comparison can be seen in the prewar investment of the two powers: Austria-Hungary spent the equivalent of $318,307 on military aviation in 1914, whereas German investment that same year was $14,836,726. Despite the inauspicious start, however, Austro-Hungarian achievements were impressive. During the war, the aircraft industry expanded to the point that, at the Armistice, another nine companies had joined Lohner in the aircraft field. It should be pointed out, however, that many of these firms, such as the Ostdeutsch Albatros Werke (East German Albatros Work), were branches of German aviation companies set up in the Habsburg Empire to assure that the wartime military needs of Germany’s ally were met, as well as to exploit the possibilities of the Austro-Hungarian market. The number of workers engaged in aviation production had grown steadily as well, from 1,400 in 1914 to 12,000 in October 1918. Those 12,000 workers had managed to produce a respectable 4,768 aircraft for the army and another 413 for the navy, as well as 4,900 engines. The design departments were also busy, cranking out some 125 different prototypes, as well as two tethered helicopter designs intended to replace observation balloons. Many names with bright futures came out of the AustroHungarian design offices of World War I, including Ernest Mach, Ferdinand Porsche, and Igo Etrich, among others. Wartime command of the Austro-Hungarian Luftfahrtruppe (Aviation Troops) fell to the very capable Oberst (Colonel) Emil Uzelac, a post held by generals in the other European air forces. Uzelac was highly regarded by his superiors as well as the troops under his command and was noted for regularly seeking out the advice and opinions of the lower ranks when inspecting aviation fields. Both a pilot and an engineer, as well as being organizationally gifted, Uzelac was able to mold the Luftfahrtruppe into a highly effective fighting force that soldiered on right up to the end of the empire. Austria-Hungary, like its German ally, was forced to fight on two fronts: Russia to the north and Italy to the south. Its position was complicated even further by the diverse and stratified society that populated the Dual Monarchy, where 14 different languages were spoken. Although the language of command was uniformly understood, its vocabulary was limited to approximately 200 words. This forced the burden of day-to-day management onto local noncommissioned officers (NCOs) who were able to communicate with the troops. Yet despite the heavy reliance placed on its NCO force, the stiffly structured social tradition of the AustroHungarian military denied these men promotion to the offi-

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cer corps. In Germany, a talented and successful NCO pilot might expect a promotion to the commissioned ranks, but this never happened in the Austro-Hungarian military. Of the 49 Luftfahrtruppe pilots who achieved ace status during the war, 19 were NCOs. Only one of those 19, Josef Kiss, whose 19 victories placed him fifth on the aces’ list, was promoted to Leutnant (second lieutenant), and that honor was achieved only posthumously. Aircraft and airmen operating in Austria-Hungary had to be rugged to withstand the rigors of the mountainous terrain over which the aerial battles were fought. Oftentimes, a forced landing was deadlier than an opposing airman. Naval operations were equally hazardous, with regular trips in frail-looking Lohner flying boats from the naval air station at Pola across the Adriatic and back to and from that favorite target,Venice. In the end it all came to nothing. Like its German counterpart, the Luftfahrtruppe did not survive the Armistice. With the collapse of the Habsburg Empire and the end of the war, Austria-Hungary was obliged to dismantle its air force. Under the supervision of the Inter-Allied Control Commission, the remnants of the Austro-Hungarian aviation accomplishment were reduced to cinders.
James Streckfuss
See also Caproni Aircraft; World War I Aviation References Grosz, Peter M., George Haddow, and Peter Schiemer. AustroHungarian Army Aircraft of World War One. Mountain View, CA: Flying Machines Press, 1993. O’Connor, Dr. Martin. Air Aces of the Austro-Hungarian Empire, 1914–1918. Mesa, AZ: Champlin Fighter Museum Press, 1986.

Automobile Industry, Wartime Mobilization of
The American automobile industry responded slowly to agitation for industrial mobilization before World Wars I and II. When conflict erupted in August 1914, automakers decidedly endorsed President Woodrow Wilson’s proclamation of neutrality.Automotive executives opposed schemes to divert raw materials, capital, and labor to defense production. Henry Ford, a strident pacifist, forbade Ford Motor Company from producing for sale to any belligerent. Attitudes changed after the sinking of the Lusitania. Convinced that war was imminent, conservative automakers began clamoring for preparedness. Howard Coffin, vice president of the Hudson Motor Car Company and president of the Society of Automobile Engineers, became the spokesperson for this group, but he was ineffective in mobilizing their efforts.

Once the United States entered the war, patriotism prompted automakers to embrace industrial mobilization. Ford abandoned his neutral stance and pledged his factories to war production without concern for profit. Hudson, Packard, and other manufacturers inventoried their facilities and converted their plants to arms production. Though committed to all phases of the war effort, automakers were interested chiefly in aviation. Public confidence was so high that in July 1917 Congress appropriated $640 million for army aviation. Coffin convinced Congress to establish the Aircraft Production Board to administer the appropriation and facilitate the design and manufacture of airplanes. Automobile executives dominated the board, and they labored tirelessly to convert their factories to aircraft production. Work began immediately on a standardized airplane engine; within weeks, designs for the Liberty engine were finalized and production under way. Grandiose plans for American aviation were unrealized; automakers proved unable to produce aircraft in appreciable numbers. Rapid changes in technology and design made aircraft unsuitable for assembly-line manufacturing. Aircraft manufacturers, moreover, resisted the automakers’ forays into airplane design and manufacturing. The greatest success of the automobile manufacturers was in the massproduction of the Liberty. By September 1939, automakers again faced the prospect of converting their factories to defense production. In May 1940, William Knudson, president of General Motors, arrived in Washington as head of production for the National Defense Advisory Committee. In that capacity he worked to persuade automakers that the country must prepare for war and that the auto industry was obligated to participate. Aware of the importance of airpower, Knudsen decided to recruit the automobile industry to produce aircraft for the United States and Britain. Automakers agreed to produce airplane parts for Wright-Martin, Boeing, and other aircraft companies. The Automotive Committee for Air Defense was formed to administer this program and facilitate cooperation between automotive and aircraft manufacturers. In January 1942, the War Production Board (WPB) terminated civilian auto production, and automobile factories shifted to defense manufacturing. The WPB further facilitated conversion by relaxing New Deal antitrust and regulatory policies. In January, automobile leaders established the Automotive Council of War Production (ACWP) to serve as a clearinghouse of information, equipment, blueprints, and designs to expedite war production. The ACWP assumed the activities of the Automotive Committee for Air Defense, working feverishly to reduce mutual distrust and suspicion between aircraft and automobile manufacturers.
Daniel E. Worthington

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Aviation and the Arts

When the United States mobilized its industry for World War II, it had not yet recovered from the depression, and companies understood that providing a good cafeteria was an important part of their responsibility. (U.S. Air Force)

See also World War I Aviation; World War II Aviation References Cardozier, V. R. The Mobilization of the United States in World War II: How the Government, Military, and Industry Prepared for War. Jefferson, NC: McFarland, 1995. Cuff, Robert D. The War Industries Board: Business-Government Relations During World War I. Baltimore: Johns Hopkins University Press, 1973. Morrow, John H. Jr. The Great War in the Air: Military Aviation from 1909 to 1921. Washington, DC: Smithsonian Institution Press, 1993. Nelson, Donald M. Arsenal of Democracy: The Story of American War Production. New York: DaCapo Press, 1973.

Aviation and the Arts
Film has long been and remains today a popular medium for the treatment of aviation topics in four major genres: enter-

tainment, recruiting, morale-building, and antiwar protest. Indeed, the history of aviation is closely mirrored in the history of film. The first Academy Award ever given for Best Picture went to the 1927 film Wings. With the onset of the Great Depression, films were largely escapist and lighthearted and tended to exclude aviation-related subjects. World War II changed this as film became a powerful source for recruitment and morale-building in the military and on the home front. John Wayne in Flying Tigers (1942) and Robert Preston in Wake Island (1942) garnered strong support for U.S. involvement in the war. Memphis Belle (1943) highlighted the determinism of the first U.S. B-17 crew to finish its mandatory 25 combat missions, as did the fictionalized Air Force (1943). The air war called for more than just pilots, and Bombardiers (1943) proved hugely successful as a recruiting tool. The Cold War spawned a new generation of films dependent on aviation, not all of which portrayed airpower in a positive light. Twelve O’Clock High (1949) showed the per-

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sonal strain of combat and leadership in a B-17 wing. Jimmy Stewart, a distinguished pilot, starred in Strategic Air Command (1955), which called on reservists once again to don a uniform. That same year, Bridges at Toko-Ri, adapted from James Michener’s novel, served as a powerful antiwar statement, whereas the peril of Soviet espionage was the central theme in Jet Pilot (1957). Films during the 1960s grappled with the price of nuclear holocaust in the taut drama Failsafe (1964), the farce Dr. Strangelove (1964), and the final film in the Strategic Air Command trilogy, A Gathering of Eagles (1963). Robert Duvall’s masterful portrayal in The Great Santini (1980) addressed issues such as the peacetime military, racism, and coming of age, topics previously thought beyond the bounds of traditional aviation cinema. Few films had the popular impact of Top Gun (1986), which became the ultimate naval aviation recruiting tool. As with film, aviation literature has grown with the evolution of aerospace. Charles Lindbergh’s We (1927) inspired American boys with the urge to fly, providing a ready source of pilots for World War II. Other memoirs such as Robert L.

Scott’s God Is My Co-pilot (1943) and Ted Lawson’s Thirty Seconds Over Tokyo (1943) added to this patriotic fervor. Throughout the Cold War, aviation literature touted the strengths (or weaknesses) of strategic airpower, then the cornerstone of U.S. national security policy. Tom Wolfe’s The Right Stuff (1979) offered a captivating view of the early years of the U.S. space race. Through the turn of the century, aviation literature has focused largely on descriptive or technical studies, often based on newly declassified material such as Chris Pocock’s The U-2 Spyplane (2000) or former Soviet sources like Piotr Butowski and Jay Miller’s OKB MiG: A History of the Design Bureau and Its Aircraft (1991). Life stories have proven a ready source for aviation literature, with Amelia Earhart’s unfinished Last Flight (1937),Antoine de Saint-Exupery’s Airman’s Odyssey (1939), Ernest K. Gann’s Fate Is the Hunter (1961), and Jack Broughton’s Thud Ridge (1969) among the most significant. Fiction continues to be a popular source for aviation literature, with Craig Thomas’s Firefox (1977) and Dale Brown’s Flight of the Old Dog (1987) reaching “superthriller” status in mass-market sales. Early aviation art tended toward the dramatic, forsaking detail for emotion. Security concerns also blurred the precision in art, especially during World War II and the Cold War. Painters such as Robert Taylor, Keith Ferris, and Mike Machat were crucial in reversing this trend. Taylor, for example, not only painted highly detailed aircraft in authentic markings but also placed them in historical situations. His Most Memorable Day depicts Luftwaffe ace General Adolf Galland during a 1941 mission and is countersigned by the artist, Galland, and other Luftwaffe pilots. Much, if not all, of the work of Taylor and others is bound in multiple-edition color volumes prized by collectors. Ferris showed that life imitates art, as military camouflage schemes derive from artist conceptions, most notably the false canopy. Photography earned its place in aviation art as flight crews and combat camera crews photographed their many missions in both peacetime and war. Strategic Air Command crewmember Clifford Goodie’s Strategic Air Command: A Portrait (1965) is a definitive black-and-white photo compendium. The work of Hiroshi Seo, Katsuhiko Tokunaga, George Hall, and Jim Benson defined popular aviation photography and appears regularly in books, articles, corporate publications, and official publications around the world.
Robert S. Hopkins
See also Saint-Exupery, Antoine de References Handleman, Philip, and Walter J. Boyne. Aviation: A History Through Art. Charlottesville, VA: Howell Press, 1992.

General Curtis E. LeMay was not a man given to small talk, but his admiration for a great combat pilot, Jimmy Stewart, was enhanced by Stewart’s excellent performance in the film Strategic Air Command. (U.S. Air Force)

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Aviation Medicine

Aviation Medicine
The science of aviation medicine originated during World War I, when it was recognized that aviators required unique mental and physical attributes and needed special medical care. Early aviators had to endure a myriad of physical challenges never before encountered. Extreme forces of acceleration and deceleration, rapid pressure changes, inadequate oxygen at high altitudes, intense cold, violent winds, blinding glare, prolonged exposure to noise and sickening engine fumes, and dizzying disturbances of the equilibrium—all made specialized screening and care of fliers mandatory. By 1918, all the major powers had medical services dedicated to aviation. The concept of the flight surgeon was an innovation of senior U.S. medical officers in 1918. After observing the Western Allies’ aviation units in action, they became convinced of the need for a specially trained “doctor for the pilot” assigned to a flying unit and dedicated exclusively to treating flying personnel. Although aviation has changed dramatically over the decades, the flight surgeon has survived the test of time. Today, flight surgeons are routinely assigned to U.S. military flying units. In the years following World War I, advances in flight medicine became even more vital to aviation, as aircraft performance continued to increase at a phenomenal rate. Much greater speeds and forces, higher altitudes, greater extremes in pressure and temperature, and—perhaps more important—the increased complexity and potential destructive capabilities of modern aircraft dictated more stringent medical screening and care of fliers. These changes also stimulated an increased emphasis on research in the realm of flight physiology. High altitude oxygen systems, pressurized cabins, g-suits, ejection seats and thousands of other life safety developments, can be traced to early research in flight physiology. It is likely that neither combat flying in World War II nor the operation of modern jet aircraft would have been possible without the vital research performed by flight medicine pioneers. The increased comprehension of flight physiology, and the development of aviation life safety equipment that resulted from this research, greatly increased flight safety and paved the way for future space travel.
Steven A. Ruffin
References Armstrong, Harry. Principles and Practice of Aviation Medicine, Baltimore: Williams and Wilkins, 1939. Benford, Robert. The Heritage of Aviation Medicine: An Annotated Directory of Early Artifacts. Washington, DC: Aerospace Medical Association, 1979. Robinson, Douglas. The Dangerous Sky: A History of Aviation Medicine. Seattle: University of Washington Press, 1973.

Avro 504
Early British aircraft that had one of the longest production runs in the history of aviation; brainchild of Alliott Verdon Roe (A.V. Roe). Designed in 1913, it continued in production until 1931. To make it appear the company had many previous designs, A. V. Roe christened it the Type 504 instead of Avro 4, although it was only his fourth design. The plane used an 80-hp Gnome engine with a maximum speed of 82 mph (132 kph). Its wingspan was 36 feet (11 meters) with an overall length of 29.5 feet (9 meters). Flying controls incorporated a joystick and a foot-operated rudder bar. One unique feature on early 504 models was a skid that kept tall grass away from the undercarriage wheels and served as a shock absorber upon landing. Prior to and during World War I, Allied powers initially chose this aircraft because of its endurance, but its potential as a fighter was quickly recognized. The 504 was the first British airplane to attack a flying Zeppelin, but as a war machine it had limited use. The secret to its longevity as a type rested in its inherent stability, reliability, and ease of control, features that made it an ideal trainer. It was the primary trainer used in British military training schools during World War I. The fact that Prince George, and later King George V, learned to fly in an Avro 504 is evidence of the relative safety of the design. A. V. Roe’s pioneering design capabilities were often disparaged. During his early experiments, because of a superstitious misunderstanding of the science of flight, he was often jailed for endangering the public and himself. And even when his genius was fully displayed with the 504 design, military officials still meddled with his designs, frustrating Roe immeasurably. During the post–World War I period, Roe modified the Avro 504 to include an enclosed cockpit, an all-metal design, and eventually the ability to carry passengers. But by 1928 Roe gave up the fight for control of his designs and sold the company. The Avro 504 remained in production until 1931, having trained an entire generation of military pilots both at home and abroad.
Wendy Coble
References Lanchberry, Edward. A. V. Roe: A Biography of Sir Alliott Verdon Roe, O.B.E. London: Bodley Head, 1956.

Avro Aircraft
Firm founded by Alliott Verdon Roe, who made his first short hops in an aircraft in 1907. Educated as an engineer and a draftsman, Roe’s first successful aircraft was a 9-hp

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triplane that flew in 1909. He adopted the triplane mode for a number of years and was successful both in flying and selling them. He founded A. V. Roe and Company in 1910 and built the world’s first cabin monoplane and cabin biplane during 1912. In 1913, he created the Avro 504, a classic aircraft that was improved over time and saw service in combat and as a trainer. An Avro 504 was the first British aircraft to be brought down by enemy gunfire, on 22 August 1914. Avro 504s also conducted one of the first strategic bombing operations in history when they attacked the Zeppelin sheds at Friedrichshafen on 21 November 1914. The Avro 504N remained the standard RAF trainer until the early 1930s, and a few Avro 504s were actually in service during World War II. A.V. Roe sold his company in 1928, leaving to form Saunders-Roe.Avro continued production, principally prototypes and a number of excellent biplane trainers, including the Tutor. It then commenced manufacture of the Avro Anson, a twin-engine aircraft built in many variations; more than 11,000 were produced. The principal Avro contribution to World War II was the Lancaster, which would lead to the York, Lancastrian, Lincoln, Tudor, and Shackleton aircraft, which were built in relatively small numbers compared to the Lancaster. Research in a jet-powered version of the Tudor provided a basis for a revolutionary aircraft, the Avro Vulcan. In the general consolidation of British aircraft manufacturers, Avro became a part of Hawker-Siddeley in 1960, a firm that A.V. Roe had helped found in 1935. The name Avro was retained as a part of the Avro Whitworth group until 1963. Avro Canada was formed by Hawker-Siddeley in 1945 and produced a number of prominent aircraft including, the CF-100 all-weather interceptor and one of the most advanced aircraft of the era, the CF-105 “Arrow.” Avro Canada was subsequently acquired by Bombardier.
Walter J. Boyne
See also Avro Lancaster; Avro Vulcan References Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Sparkford, UK: Patrick Stephens, 1993. Penrose, Harald. British Aviation: The Pioneer Years. London: Putnam, 1967

Avro Canada Aircraft (A. V. Roe Canada)
A.V. Roe Canada Limited was established in 1945 by Sir Roy Dobson as a wholly owned subsidiary of the UK-based

Hawker-Siddeley Group and was based in Malton, Ontario. In its brief history, from 1945 to 1962, Avro Canada became a world leader in the design of commercial as well as military aircraft. Following the end of World War II, Avro Canada began work on a passenger jet for Trans Canada Airlines (now Air Canada). In 1946, the Gas Turbine Division (later Orenda Engines) was created to develop jet engines for future Avro aircraft. The Avro Canada C-102 Jetliner was conceived, designed, and built in Canada. In 1949, the C-102, the world’s first commercial passenger jet aircraft, made its debut with four Rolls-Royce Derwent engines, a distinction it shares with the British de Havilland Comet. Unfortunately, the Canadian government withdrew funding for the program when the Korean War broke out in 1950. In 1956, the C-102 program was officially canceled and the aircraft was broken up. This decision effectively killed Canada’s commercial aviation industry. The Avro CF-100 Canuck was Canada’s only operational aircraft designed and built in Canada. It was powered by two Orenda jet engines and was a long-range all-weather interceptor that first flew in January 1950. It entered operational service in 1953 and saw service in the home-defence role (NORAD) as well as overseas as part of Canada’s NATO commitment. Approximately 700 of the CF-100 and its variants were built, and it remained in operational service with the Royal Canadian Air Force (RCAF) until 1981. Of these, some 53 were built and sold to Belgium. The CF-100 was NATO’s first all-weather fighter, and it performed admirably in the skies over Europe during the Cold War. Even before the CF-100 was first unveiled, work had begun on its replacement—the truly revolutionary Avro CF-105 Arrow. The CF-105 was a twin-engine delta-wing all-weather supersonic interceptor designed and developed for the RCAF to counter long-range Soviet bombers. No prototypes were ever built; instead, the Arrow was designed to go straight from the drawing board into preproduction. A total of five CF-105 Mk.1s were built. The Arrow was the first aircraft to incorporate fly-by-wire technology that allowed the aircraft to take off and land automatically. It was equipped with the Hughes MX-1179 armament system. By 1956, three years after design work began, some 450 engineers, technicians, and draftsmen were working on the design and development of this sophisticated aircraft and its various systems. Development problems forced Avro Canada to equip the first five aircraft (Mk.1s) with Pratt and Whitney J75 turbojet engines. Subsequent CF-105s were to be fitted with the more powerful Iroquois engines, capable of producing 26,000 pounds/thrust each. The CF-105 first rolled out of its

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Avro Lancaster

The Canadian designed and built Avro CF-100 proved to be a marvelous interceptor, giving excellent service for many years. (Shawn Cafferky)

hangar in Malton on 4 October 1957, the same day the Soviets launched Sputnik, the world’s first satellite. In 1958, the CF-105 began flight-testing, and the aircraft exceeded all expectations. The aircraft reached Mach 1.98 and was capable of carrying four to six Sparrow missiles and up to 12 Falcon missiles in an internal missile bay. It had a range of 2,000 miles. The Canadian government canceled the CF-105 program on 20 February 1959, citing escalating costs, failure to sell the CF-105 and Iroquois engines to allies, and the advent of the missile age. Canada decided instead to purchase the Bomarc missile system and 60 Voodoo F-101B interceptors from the United States. The cancellation of the CF-105 program spelled the end for Avro Canada, and some 14,000 employees were let go (as were 25,000 others employed by subcontractors across the country). After the cancellation of the CF-105 program, production tooling and blueprints were destroyed. The CF-105s were also destroyed—sold for scrap and then cut to pieces. No record was left of this truly revolutionary aircraft. The lit-

tle that remains—a single nose cone, for example—rests in the National Aviation Museum in Ottawa.
Shawn Cafferky
See also Avro Aircraft References Floyd, James C. The Avro Canada C-102 Jetliner. Erin, Ontario: Boston Mills Press, 1986. Milberry, Larry. The Avro CF-100. Toronto: CANAV Books, 1981. Peden, Murray. The Fall of an Arrow. Toronto: Stoddart, 1987. Stewart, Greig. Shutting Down the National Dream: A.V. Roe and the Tragedy of the Avro Arrow. Toronto: McGraw-Hill Ryerson, 1988.

Avro Lancaster
Great Britain’s world-famous bomber. The Lancaster was a product of A. V. Roe Ltd., whose design team was led by Roy Chadwick. It had been developed from the earlier Manches-

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The finest British heavy bomber of World War II was undoubtedly the Avro Lancaster, a favorite of “Bomber” Harris for his famous Bomber Command. (Big Bird Aviation)

ter, the engines of which had given great cause for concern since its service introduction and led to early withdrawal from the ranks of the RAF. The redesign included an extension of the wingspan to the allowable maximum of 102 feet plus the installation of four Rolls-Royce Merlins instead of the previous Vultures. The first prototype made its maiden flight, complete with triple fins, on 9 January 1941. After initial flight-testing, some alterations were made to the airframe, the greatest of which were the twin tailfins plus the installation of ventral and dorsal gun turrets. Service deliveries began to RAF No. 44 Squadron, which undertook its first mission in March 1942. Other units within Bomber Command were reequipped with the Lancaster until 60 squadrons were operating the type. The most famous of these was No. 617 Squadron, which carried out the Dam Busters Raid on 17 May 1943. This unit was also responsible for the deployment of the Tallboy and Grand Slam special bombs. The Lancaster was also subject to modifications. Some were fairly minor, such as the Lancaster II, with Bristol Hercules engines and a bulged bomb bay; others saw the creation of a completely new type. The Avro York featured a new fuselage, the remainder being pure Lancaster. After the cessation of hostilities, Bomber Command reduced its strength to a handful of squadrons, although some aircraft were reallocated to Coastal Command as well as

units in the Far East and Middle East. Other surplus aircraft were delivered to the air forces of Australia, Canada, Egypt, and France, among others. The final development of the Lancaster resulted in the appearance of the Lincoln bomber, which in turn evolved into the Shackleton antisubmarine patrol aircraft.
Kev Darling
References Darling, Kev. Avro Lancaster. Ramsbury, UK: Crowood Press, 1999.

Avro Vulcan
The first delta-wing bomber to enter military service. A product of a 1947 Air Staff requirement, the British Vulcan used the delta planform, which in theory reduced wing loading and drag and increased space for fuel and weapons. However, it took a revision of the leading edge for these benefits to be fully achieved. The first flight of the prototype, the VX770, took place on 30 August 1952. Service deliveries to the RAF began on 22 February 1957 to No. 230 Operational Conversion Unit at Waddington, the first operational squadron to equip being No. 83. Total production of the first variant, the Vulcan B.1, reached 45 aircraft. Extension of the Vulcan’s capabilities saw the addition of

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Avro Vulcan

The last and longest-lived of Great Britain’s “V-bomber” force, the Avro Vulcan, was fast and maneuverable. (Kev Darling)

electronic countermeasures equipment in a modified rear fuselage, a cranked and drooped leading edge, and an inflight refueling system. This new type was redesignated the Vulcan B.1A and was capable of rapid deployment in support of British interests overseas. Following the success of the first Vulcan variant, the Avro design team developed the concept to produce the far more capable B.2. Changes included a refined wing that featured elevons on the wings’ trailing edge in place of the earlier ailerons and elevators. The span of the wing was increased to 111 feet, which allowed extra fuel to be carried and thereby increased the range. On 1 July 1960, the Vulcan B.2 entered RAF service, where it initially supplemented the earlier Vulcans. The final Vulcan B.2 was delivered in January 1965. Eventually, Vulcan

B.2s saw service with nine UK-based squadrons plus two in Cyprus. The Vulcan’s moment of fame came during the Falklands War in 1982, when it flew long-range bombing missions from the Wideawake airfield on Ascension Island to targets surrounding Port Stanley and the Stanley airfield. The last bomber retired in 1985. Two other versions of the Vulcan were produced by conversion. These were the B.2MRR for strategic reconnaissance and the K.2 tanker, the last variant in service.
Kev Darling
References Darling, Kev. RAF Avro Vulcan. North Branch, MN: Specialty Press, 1999. Brookes, Andrew. V Force. London: Jane’s Information Group, 1982.

AWPD/1 and AWPD-42

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AWPD/1 and AWPD/42
In July 1941, President Franklin D. Roosevelt asked the secretaries of war and the navy to review their needs to achieve an effective war footing. Henry “Hap” Arnold, commanding the U.S. Army Air Forces, which was reorganized in June 1941, persuaded the Army War Plans Division head to allow the USAAF to prepare its own report, freeing the War Plans Division to concentrate on the needs of land forces. Arnold formed the Air War Plans Division (AWPD) under Colonel Harold L. George. Joined with Colonel George were Major Laurence S. Kuter, Major Haywood S. Hansell Jr., and Lieutenant Colonel Kenneth Walker. They believed that precision daylight bombing was feasible to pinpoint attacks on specific high value targets. Colonel George and his team formulated a policy that came to be known as AWPD/1; it called for air operations in defense of the Western Hemisphere, relentless air attacks against Germany, and strategic defense in the Pacific theater. The planning team listed 154 targets for its strategic bombing: airframe assembly plants and associated metal production, some 50 electrical generating stations, 47 key points in the transportation network, mostly railroads, and all of the 27 synthetic petroleum plants in Germany. AWPD/1 declared that the USAAF could launch a campaign in less than a year—half the time the army needed to prepare for war in Europe. It proposed that six months of strategic bombing of enemy targets, together with neutralization of the Luftwaffe, submarine, and naval facilities, would render a land campaign unnecessary. To achieve these objectives, using precision bombing, AWPD/1 calculated the need for 13,000 medium, heavy, and very heavy bombers worldwide. The plan called for a total of 63,500 operational aircraft, including trainers, reconnaissance, light bombers, dive-bombers, cargo planes, and others, not counting replacements. Laurence Kuter calculated the manpower requirements at 2,160,000 men, more than Pershing’s entire American Expeditionary force in World War I. Projections of monthly losses of aircraft of 20 percent and personnel losses of 15 percent required that the original force would have to be entirely replaced within the six-month period. Fortunately, though the aircraft and personnel requirements were very accurate, the loss projections were not. The plan was approved in September 1941. AWPD/1 projections formed the basis for production schedules for new aircraft and for training schedules for the USAAF, and the strategic bomber offensive against Germany became accepted as both USAAF and U.S. government policy.

AWPD/1 expectations that German industry could be destroyed by daylight precision bombing because, at least in theory, 90 percent of the bombs dropped on a clear day would explode within one-quarter mile of the target, were born of optimism. In fact, the enemy’s electrical power grid proved to be more difficult to bomb accurately than expected; hydroelectric dams required bombs too large to fit inside the bomb bays of the bombers and would have to be released from precariously low altitudes. Petroleum supplies were the Achilles’ heel in the enemy’s infrastructure, but attacks on oil and the enemy’s transportation system would not begin until later in the war. On 25 August 1942 President Roosevelt called upon General Arnold for a reassessment of future airpower needs. The team that drafted the original AWPD/1 had been reassigned, but Hansell returned from the United Kingdom to direct preparation of a new USAAF plan. The experience of six months of war mandated some changes. Allied shipping losses in the Atlantic redirected bombing priorities to the German U-boat pens. The B-17s and B-24s had proven they could manage round-trip missions to German targets, therefore AWPD/42 recommended that all B-29s to be produced be used against Japan without revealing the number of B-29s to be put it into operation or the date of deployment. As presented, AWPD/42 resembled AWPD/1 in its optimistic assumptions. The combined Chiefs of Staff denied top priority requested for the USAAF and wanted clarification of Royal Air Force and USAAF bomber roles in Europe. It was decided that the RAF would continue night bombing and the USAAF would do daylight precision bombing. With a few minor modifications, the plan was approved on 9 September 1942 and became the foundation for U.S. strategic airpower. After the war ended, Hansell assessed the effectiveness of AWPD/1 and AWPD/42. He noted that the estimated number of combat groups called for was within 2 percent and the total number of officers and men was within 5.5 percent. He wrote that Japan’s ecosystem was shattered by July 1945.
Richard C. DeAngelis
References Arnold, Henry H. Global Mission. New York: Harper and Bros., 1949. Bowman, Martin W. USAAF Handbook, 1939–1945. Mechanicsburg, PA: Stackpole Books, 1997. Coffey, Thomas M. Hap: The Story of the U.S. Air Force and the Man Who Built It. New York: Viking Press, 1982. Pogue, Forrest C. George C. Marshall: Ordeal and Hope, 1939–1942. 3 vols. New York: Viking Press, 1966.

B
BABYLIFT (1975)

Bachem BP-20 (Ba 349) Natter
Conceived as an expendable rocket–powered manned interceptor to be launched from a vertical ramp, the Natter (Adder) was semirecoverable (pilot bails out; engine separates from structure and is parachuted for recovery). This approach by Dipl.-Ing. (Graduate Engineer) Erich Bachem was possibly inspired by the July 1939 proposal from Wernher von Braun to the RLM (the Reich Air Ministry) that did not receive a receptive audience until Bachem’s August 1944 proposal. The craft’s structure was entirely of wood, to be fabricated in cabinet shops. It was powered by one Walter HWK509A-2 bifuel rocket engine of 3,750 pounds/thrust, and boosted by two or four Schmidding 2,650 pounds/ thrust solid-fuel rockets that were separated after takeoff. The Natter had a monocoque fuselage and spar-rib wing construction, both with plywood covering. Armament was initially 24 R4M spin-stabilized rockets, later revised to 48 Rohr-batterie rockets. Fifty prototypes were contracted for and 34 were built.An enlarged version with more fuel and more wing area was also contracted for as the Ba 349B, and three service-test examples were built. The first flight (towed) of the Ba 349A was behind an He 111 on 14 December 1944. The first manned flight, but without power, was on 14 February 1945. The first powered flight (unmanned) was on 25 February 1945. A manned, powered vertical takeoff was attempted on 1 March 1945 but was not successful for unknown reasons. It is not known if the Ba 349B flew. Development of a further refined Ba 349C continued until the war ended. Construction was sponsored jointly by the SS (Schutzstaffeln, or protection squads) and the RLM. The tiny Bachem had a gross weight of 3,900 pounds, a maximum speed of 620 mph, and a range of approximately 50 miles.
Douglas G. Culy 61

U.S. code name for airlift of orphans during the Vietnam War. Two years after the United States signed a cease-fire agreement with Vietnam, South Vietnam was crumbling under assault from North Vietnamese troops. By mid-April 1975, Saigon was falling and the situation was deteriorating rapidly. Humanitarian groups working with orphans in Vietnam requested that the U.S. government undertake an emergency evacuation.With South Vietnam’s reluctant agreement, U.S. President Gerald Ford announced on 3 April 1975 that Operation BABYLIFT would fly some of the estimated 70,000 orphans out of Vietnam. Throughout the month, 30 flights— a combination of private, chartered, and military transport planes—were planned to evacuate babies and children. Tragically, one of the first official government flights of Operation BABYLIFT was struck by disaster. A USAF C-5A Galaxy cargo plane departed with more than 300 children and accompanying adults. Forty miles out of Saigon and 23,000 feet up in the air, an explosion blew off the rear doors of the aircraft. In a remarkable demonstration of flying skills, the pilots were able to turn the plane back toward Saigon. The damaged plane crash-landed 2 miles from the Tan Son Nhut airport. Sadly, more than half of the children and adults aboard the aircraft died. Many of the 170 survivors were injured. On that same day, a Pan American Airways Boeing 747 chartered by Holt International carried 409 children and 60 escorts, the largest planeload of BABYLIFT. During the time of Operation BABYLIFT, military and private planes flew out more than 2,000 babies and children to be adopted by families in the United States; approximately 1,300 children were flown to Canada, Europe, and Australia.
Albert Atkins
References Martin, Allison.“The Legacy of Operation Baby Lift.” Adoption Today 2, 4 (March 2000): 550.

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Bader, Douglas R.S.
References Dressel, Joachim. Natter—Bachem Ba 349. Atglen, PA: Schiffer, 1994. Green, William, and Gordon Swanborough. The Complete Book of Fighters. London: Salamander, 1994.

Bader, Douglas R. S. (1910–1982)
Battle of Britain fighter pilot, squadron leader, and tactician; developed and championed the controversial “Big Wing” theory of defense. Born on 10 February 1910 in London, Bader attended the Royal Air Force college at Cranwell. Graduating in 1930, he was posted to his first fighter squadron. He crashed in 1931 while performing low-level aerobatics, subsequently losing both legs. Invalided out of the service in 1933, Bader worked for the Shell Petroleum Company until 1939. Following the start of World War II, Bader gained readmittance to the RAF. He passed his flying examinations and again became a fighter pilot, flying Hawker Hurricanes in England. In early 1940, he transferred as a flight commander to a Spitfire squadron. In June he was given command of No. 242 Squadron, again flying Hurricanes. This squadron, based at Coltishall in the English Midlands, was part of RAF Fighter Command’s No. 12 Group. Dissatisfied with the standard RAF tactics at the time— that is, tight formations and “line-astern” attacks—Bader experimented with looser formations and simultaneous attacks by all available aircraft. During the height of the Battle of Britain, Bader was similarly frustrated by the more southerly based No. 11 Group’s strategy of attacking large Luftwaffe formations with a relatively small number of British fighters, often no more than a squadron. Bader was convinced that attacking simultaneously with three of more squadrons—the so-called Big Wing—was the answer to inflicting more damage on the attacking bombers. Even though a junior officer, Bader appealed directly to No. 12 Group’s commander, Air Vice-Marshall Sir Trafford Leigh-Mallory, for support of his idea. As a result of that meeting, Bader’s No. 242 Squadron, along with Nos. 19 and 310, were posted to Duxford to implement the concept. The controversy over the Big Wing continues to this day due to the trade-off in time needed to assemble and position such a large formation of fighters and the necessity to intercept the German attackers before they could drop their bombs. When it worked, the Big Wing concentrated a mass of force against the Luftwaffe and scored numerous successes. Just as often, however, the Big Wing missed taking

part in the raid because the intruding aircraft had struck and departed before the massing defenders could get into position. On 9 August 1941, Bader was shot down over France. He spent the rest of the war as a German prisoner of war, attempting numerous escapes. At the conclusion of the war, Bader was released from captivity and led the Battle of Britain flypast in the postwar victory parade. He left the RAF in February 1946 with 22.5 confirmed victories, the Distinguished Flying Cross, and the Distinguished Service Order with bar. Douglas Bader was knighted in 1976. He died of a heart attack on 5 September 1982 in London.
Braxton Eisel
References Brickhill, Paul. Reach for the Sky. New York: W. W. Norton, 1954. Terraine, John. A Time for Courage: The Royal Air Force in the European War, 1939–1945. New York: Macmillan, 1985.

Baer, Heinz (1913–1957)
One of the dominant personalities of the Luftwaffe fighter force and one of the very few pilots to fly in combat for all of World War II. Heinz “Pritzl” Baer scored his first victory on 25 September 1939, as an Unteroffizier (corporal), and his 221st and last on 29 April 1945 while serving as a lieutenant colonel in command of Jagdverband 44 (JV 44; 44th Fighter Unit). Baer was the highest-scoring German jet ace, with 16 victories, and the second-highest day scorer against the Western Allies. In February 1942, he became the seventh member of the Wehrmacht to be awarded the Oak Leaves with Swords to the Knight’s Cross of the Iron Cross, but a disagreement with Reichsmarschall Hermann Goering kept him from any higher decorations, and his outspoken refusal to obey orders that he considered reckless brought him a demotion in 1943. However, his combat record prevented his court-martial, and in mid-1944 he was given command of, first, Jagdgeschwader 1 (JG 1; 1st Fighter Wing), and later JG 3, two of the most successful units in the Reichsluftverteidigung (Air Defense of Germany). Baer was killed in the crash of a light airplane in 1957.
Donald Caldwell
See also German Air Force (Luftwaffe) References Obermeier, E. Die Ritterkreuztraeger der Luftwaffe, 1939–1945, Band I: Jagdflieger [Recipients of the Knight’s Cross]. Mainz, Germany: Verlag Dieter Hoffmann, 1989.

Balbo, Italo

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Baikonur Cosmodrome
Soviet/Russian space launch site. All Soviet and Russian manned space flights to date have been launched from Baikonur. Other noteworthy launches include the Salyut space stations, the components of the Mir space station, the unsuccessful test-launches of the N-1 moon rocket, and the single unmanned flight of the Buran shuttle. Baikonur Cosmodrome is located near Tyura-Tam in eastern Kazakhstan, approximately 1,200 miles southeast of Moscow. The original town of Baikonur lies 230 miles to the northwest; its name was used (unsuccessfully) to conceal the actual location from Western intelligence. Known successively as Tashkent-90, Zarya (Dawn), Zvezdograd (Startown), and Leninsk, the staff settlement near the cosmodrome officially became Baikonur only in 1995. Construction began in early 1955, after it became clear that the Soviet Union’s existing test range at Kapustin Yar was too small for the missiles and launch vehicles to come. The original Baikonur facility, built to test the R-7 intercontinental ballistic missile, was completed in December 1956. The mission soon expanded to include space launch activities, and Sputnik, the world’s first artificial satellite, was launched from Baikonur on 4 October 1957. With the construction of additional launch sites, the cosmodrome now covers approximately 600 square miles. Today, in addition to manned Soyuz flights, Baikonur launches unmanned Proton, Molnia, Zenit, and Tsiklon boosters carrying a variety of scientific and military payloads.
Mark E. Wise
See also Gagarin, Yuri; Missiles, Intercontinental Ballistic; Salyut; Soyuz Space Vehicle; Voskhod; Vostok References Bilhartz, Terry D.“Space Centers and Launch Sites in the Soviet Union.” In Frank N. Magill, ed., Magill’s Survey of Science, Space Exploration Series. Vol. 4. Pasadena, CA: Salem Press, 1989, pp. 1592–1598.

Perhaps the most charismatic figure of Fascist Italy, Italo Balbo led great armadas of seaplanes from his country to the United States. (Gregory Alegi)

Balbo, Italo (1896–1940)
Italian politician and airpower advocate. Born in Quartesana (Ferrara) on 5 June 1896, Italo Balbo served as lieutenant in the mountain troops in World War I. After the Armistice he obtained a degree in political science and joined the fascist movement. A born leader, he made a vital contribution to fascism’s seizure of power by securing the support of the Po Valley landowners and directing the March on Rome of 28 October 1922.

After a brief period as undersecretary for national economy, Balbo became undersecretary for aeronautics on 6 November 1926. He ran the Ministry for Aeronautics for seven years, succeeding Benito Mussolini as minister in September 1929. Balbo obtained a military pilot’s license in June 1927 and in 1934 was declared “qualified on all aircraft in service.” In August 1928, Balbo transferred from the fascist militia to the Regia Aeronautica (the Italian air force), his rank being equivalent to three-star general. During his tenure, Balbo defined the mission and spirit of the Regia Aeronautica, earning recognition as the father of Italian aviation. Balbo’s work concentrated on creating a solid organization, but his image is forever linked to the four formation flights of 1928–1933 that culminated in the spectacular Italy–United States–Italy flight made by 24 SIAI Marchetti S.55X flying boats. Shortly after being promoted to Air Marshal by Mussolini in August 1933, Balbo was relieved from his post and appointed governor of Libya, a position that also made him commander in chief of forces in the colony. An admirer of the United States, Balbo was an outspoken opponent of Mussolini’s alliance with Germany, anti-Semitic

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laws, and the June 1940 declaration of war. Because of this, his death on 28 June 1940 in an SIAI S.79 shot down by Italian antiaircraft fire over Tobruk was rumored to have been orchestrated by Mussolini to eliminate a rival. Modern scholarship has completely disproved the notion.
Gregory Alegi
See also Regia Aeronautica (Pre–World War II); Regia Aeronautica (World War II); SIAI Marchetti References Alegi, Gregory.“28 giugno 1940. La morte di Italo Balbo.” Storia Contemporanea 24, 5 (October 1993). Santoro, Carlo M., ed. Italo Balbo: Aviazione e potere aereo. Rome: Aeronautica Militare, 1998. Segrè, Claudio G. Italo Balbo: A Fascist Life. Berkeley: University of California Press, 1987.

Baldwin, Stanley (1867–1947)
A Conservative member of Parliament from 1908 until his retirement in 1937. Stanley Baldwin served as British prime minister from 1923 to 1929 and again from 1935 to 1937. He was Britain’s leader during the 1926 General Strike and the abdication crisis a decade later. Baldwin is perceived today as a key participant in Britain’s reluctance in the 1930s to play any role in the Spanish civil war or to face the growing German menace by rearming. He argued that domestic public opinion would not support such a move. Only toward the end of his leadership did he support a rearmament program, though reflecting little outward concern about the growing European crisis. With Neville Chamberlain, he successfully kept Winston Churchill out of high government office throughout the 1930s.
Christopher H. Sterling
See also “Ten-Year Rule”; Chamberlain, Neville; Churchill, Winston; Royal Flying Corps/Royal Naval Air Service/Royal Air Force; Trenchard, Hugh References Baldwin-Young, Kenneth. Stanley Baldwin. London: Weidenfeld and Nicolson, 1976. Young, G. M. Stanley Baldwin. London: Rupert Hart-Davis, 1952.

ond only to the Palembang complex on Sumatra. The Allies constructed a strategic air base at Darwin, Australia, in the hopes of using B-29s against the oil facilities, but these aircraft did not become available. However, the Allied advances in New Guinea brought Borneo just into range of the B-24s of the Fifth and Thirteenth Air Forces. The long range to the target required stripping the B-24s of much of their armor and ammunition. The first raid was launched on September 30, but heavy cloud cover over the target rendered it ineffective. An elite naval fighter unit intercepted and shot down four bombers. Four squadrons of raiders returned on 3 October and were intercepted by more than 40 fighters, the bombers losing seven of their number. In spite of this opposition, a number of hits were scored on the modern Pandasari refinery. Such heavy losses could not be continually sustained, but arrangements were made for adding special drop tanks to P-47s and P-38s that could thereby provide a few minutes of fighter cover over the target. Escorted raids attacked Balikpapan three times from 8 October to 10 October. The fighter escort gave the attackers a decisive advantage, and much damage was done. A last attack on 18 October was ineffective because of weather. Total U.S. losses were 22 bombers and nine fighters; 433 tons of bombs were delivered to the target. The refineries were rebuilt and shortly operating again, but the continuing Allied advance soon interdicted the shipping routes from the East Indies, and the flow of oil to Japan ceased. Balikpapan provides a good example of the usefulness of modifying aircraft—both bombers and fighters—for specific missions, but it also shows the difficulty of causing sustained damage to industrial targets with small conventional bomb tonnages.
Frank E. Watson
References Craven, Wesley F., and James L. Cate, eds. The Army Air Forces in World War II, Volume 5: Pacific: Matterhorn to Nagasaki, June 1944–August 1945. Chicago: University of Chicago Press, 1953.

The Balkans, Air Operations in (1941)
German campaigns in the Balkans resulted from Benito Mussolini’s botched invasion of Greece in October 1940 and from the overthrow of the Yugoslav government in March 1941. The Luftwaffe buildup began in November 1940, and by March 1941 490 aircraft were based in Romania and Bulgaria. In early April, 600 additional aircraft were rushed to the Balkans. VIII Fliegerkorps executed air operations under the command of General der Flieger Wolfram von Richthofen.

Balikpapan
The location of heavy bomber attacks against Japanese oil installations. Balikpapan, on the island of Borneo in the Netherlands East Indies, was the site of the second largest oil and refinery complex owned by the Japanese. The site produced more than 5 million barrels of oil annually, sec-

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PostScriptPicture BALKANS

The attack began on 6 April, with an air strike on Belgrade (Operation PUNISHMENT). The target was the city center; industrial and transportation targets were excluded so the Germans could exploit the economy after conquering Yugoslavia. The Luftwaffe attacked in the morning primarily with high explosives and in the afternoon primarily with incendiaries, starting fires that guided the subsequent night attack. The Yugoslav air force was quickly destroyed, and the Germans lost only two fighters. The attack killed some 17,000 people and cut nearly all communications between the Yugoslav high command and the armed forces. The Yugoslav army was paralyzed and easily crushed by the Wehrmacht. VIII Fliegerkorps then focused on reconnaissance, airfield attacks, interdiction, and close air support. The Luftwaffe supported a three-pronged armored thrust that reached Belgrade on 12 April. The Luftwaffe cleared the path for a diversionary attack on Zagreb and for the pursuit operations that seized Sarajevo on 15 April. Yugoslavia surrendered on 17 April, after negligible German losses. German air operations in Greece, like those in Yugoslavia, focused primarily on reconnaissance, interdiction, close air support, and airfield attacks. Tactical aircraft played a key role in breaking the Metaxas Line and the positions (Platamon, Pinios Gorge, Thermopylae) the British established to

delay the German advance down the peninsula. Airborne forces conducted the most notable German air operations in the campaign. On 26 April, 400 Ju 52s dropped two reinforced parachute battalions on Corinth but failed to prevent large numbers of British troops from escaping the mainland. The British suffered heavy casualties, however, as air attacks sank 26 ships. Airdrops were used to seize some Aegean islands. A major airborne operation (MERKUR) was launched against Crete on 20 May, with German forces consisting of elements of two airborne divisions and two mountain divisions, 700 transports and gliders, and 750 fighters and bombers. Planning and intelligence were poor—German forces were dispersed over a wide area and suffered heavy casualties when they landed among Commonwealth forces. Thus, the Germans nearly lost—the Royal Navy repelled a German seaborne convoy, and Commonwealth troops fought fiercely. Eventually, the Germans captured the Maleme airfield and could fly in mountain troops as reinforcements. Crete fell on 1 June, costing the Germans 5,000 casualties and 350 aircraft, inflicting perhaps 15,000 Commonwealth casualties plus painful naval losses. Airpower played a decisive role in enabling Germany to conquer Yugoslavia and Greece quickly and with minimal casualties. Even token aerial opposition would have greatly slowed German movements through mountainous Balkan

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terrain and from inflicting punishing losses on the Royal Navy during operations in Greece and Crete.
James D. Perry
References Murray, Williamson. Luftwaffe. Baltimore: Nautical and Aviation, 1985. U.S. Army Center of Military History. The German Campaign in the Balkans (Spring 1941). Washington, DC: U.S. Government Printing Office, 1984.

craft, mainly French, were purchased and manned mostly by foreign pilots. These Bulgarian aircraft also undertook reconnaissance missions and one pilot, Topradzijev, achieved the dubious distinction of becoming the first aviation casualty of the war when his Blériot crashed while returning from an operation in December 1912. Despite their small scale, aircraft operations during the First Balkan War accurately prefigured early events in World War I and validated the importance of aviation in warfare.
Paul E. Fontenoy
See also Italo-Turkish War References Lawson, Eric, and Jane Lawson. The First Air Campaign. Conshohocken, UK: Combined Books, 1996. Layman, R. D. Naval Aviation in the First World War: Its Impact and Influence. Annapolis, MD: Naval Institute Press, 1996. Morrow, John H. Jr. The Great War in the Air: Military Aviation from 1909 to 1921. Washington, DC: Smithsonian Institution Press, 1993.

The Balkans and Early Air Combat (1912–1913)
The First Balkan War (1912–1913) pitted the Balkan League of Bulgaria, Greece, and Serbia against Turkey. It marked a significant point in the history of military aviation, the first international war during which all combatants deployed aircraft operationally. Serbia was the earliest to form an air arm. Reacting to the 1909 Bosnia-Herzegovina crisis with Austria, Serbia purchased two German observation balloons. In 1912, as war with Turkey loomed, Serbia sent six pilot-candidates to France for training and purchased 11 French aircraft. Its aviators completed training just in time, and on 24 December 1912 the Serbia Aviation Command formed at Nis. Serbian aircraft conducted reconnaissance flights from March 1913. Sergeant Mihajlo Petrovic, killed in action over Skadar in March, was the second combat casualty in military aviation history. Greece established an air service in late 1911, sending six officers to France for training and purchasing French equipment. Its Aviation Company formed at Larissa in late September 1912 while the navy established its own air service in mid-November. Greek reconnaissance operations commenced on 21 October 1912 (5 October, according to the Julian calendar then in use in Greece) in Thessalia. On 5 February (24 January) 1913, a Greek naval Farman pusher, flown by army Lieutenant Michael Moutousis with Ensign Aristidis Moraitinis as his observer, flew over Turkish naval units off Nara (Nagara Point) in the Dardanelles and dropped four bombs over the dockyard, inflicting no damage and drawing return rifle fire that also missed. Greek aviation activity continued up to the end of the war on 30 May 1913. Turkey established a balloon unit in 1911 and sent officers to France for flight training the following year. Turkey reacted to events in its war with Italy by expanding its air arm, purchasing close to two dozen aircraft from France, Germany, and Britain. Turkish aircraft undertook frequent reconnaissance missions throughout the First Balkan War. Bulgaria’s air arm was more extemporized. About 12 air-

Ballistic Missile Early Warning System (BMEWS)
Network of three radars designed to give early warning of ballistic missile attack on North America or Western Europe. Though the U.S. Air Force doubted that a successful defense against incoming ballistic missiles was feasible, warning of such an attack was a priority. As early as 1955 the Air Force had recommended the creation of a system of three radars designed specifically to detect incoming missiles, but it was not until the Soviet ICBM test of August 1957, and its highly publicized successor Sputnik two months later, that a similar recommendation received high priority within the U.S. Department of Defense. Construction commenced in the summer of 1958, and the first site (at Thule, Greenland) gradually became operational throughout late 1960. The last two sites, at Clear, Alaska, and Fylingdales Moor, England, became operational in June 1961 and September 1963, respectively. Upon detection of a missile launched against the United States (or Western Europe as well, in the case of the British site), warning would be transmitted instantaneously to air defense command posts within the United States and Britain. Though the warning provided would only be approximately 15–20 minutes in the case of a Soviet ICBM launched via a polar route against a target within the continental United States, even this amount of time would allow some bombers of the Strategic Air Command to be scrambled into the air and other air defense procedures to be initiated. Even before it was deployed, however, there were serious

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questions about the vulnerability of the BMEWS system to a variety of countermeasures. The three radar sites would presumably be among the very first targets struck in a nuclear war and were also thought to be highly vulnerable to the electromagnetic pulse produced by the high-altitude detonation of a large nuclear warhead. Further, attacks not coming in from the north (such as a missile launched from Cuba) could not be detected by the BMEWS sites. Early warning satellites did provide some redundant warning capability beginning in the early 1960s, and as these satellites grew in sophistication they gradually replaced BMEWS as the primary means of detecting incoming ballistic missiles. The multiple redundancies in U.S. missile warning systems proved invaluable in minimizing the danger from the many false alarms associated with the BMEWS system, such as the famous 1960 incident where the Greenland site reported a Soviet missile attack after detecting what turned out to be the moon rising over the horizon. BMEWS remained in service throughout the Cold War, and in the 1980s and 1990s its three sites were upgraded with phased-array radars.
David Rezelman
See also Air Defense Command; Antimissile Defense; Cold War; Distant Early Warning; Missiles, Intercontinental Ballistic; North American Air Defense Command; Radar; Satellites; Sputnik; Strategic Air Command; Strategic Defense Initiative

References Baucom, Donald R. The Origins of SDI, 1944–1983. Lawrence: University Press of Kansas, 1992. Carter, Ashton B., and David N. Schwartz, eds. Ballistic Missile Defense. Washington, DC: Brookings Institution, 1984. Ray, Thomas W. History of BMEWS, 1957–1964. Air Defense Command Historical Study 32 (1965). Sagan, Scott D. The Limits of Safety: Organizations, Accidents, and Nuclear Weapons. Princeton: Princeton University Press, 1993.

Balloons
The first military use of a man-carrying balloon occurred on 26 June 1794, when Captain Jean-Marie Joseph Coutelle ascended for observation at the Battle of Fleurus. Lighterthan-air craft again saw action in other conflicts, including the American Civil War, when aeronauts used tethered balloons to spy for both armies. But it was during World War I that balloons reached their military zenith. Reconnaissance was aviation’s chief product during World War I, but aviation was not the primary method of getting visual information on the enemy. Climbing to high ground and observing through binoculars was still the favored approach. But as possession of the high ground was often with the enemy, hovering or flying overhead was often

This sketch from the Civil War shows how both sides used balloons to spy on the enemy. (Library of Congress)

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the only solution. In that chain, the tethered balloon occupied the middle ground between the man on the hill and the man in the airplane. Balloons and airplanes each had advantages. Balloons could stay aloft for hours and remain in constant telephone contact with one or more artillery batteries, regulating their fire by telling the commander whether his shots were falling long or short or left or right of his target. Balloons were not used exclusively by the artillery, though, because the range or angle of the target in relation to the observer often dictated the closer look possible from the airplane. The down side was that the balloon was always visible to the enemy and in constant danger of attack. Troops often complained about the presence of a balloon because it drew artillery fire. Enemy pilots considered them formidable targets. Hydrogen-filled, they burned beautifully, but attacking aircraft had to get in close due to the relative ineffectiveness of incendiary ammunition at that time. Because of this, balloons were heavily defended, both by antiaircraft (unusually effective in this case, because, unlike trying to locate aircraft at unknown altitudes, the altitude of balloons—and, therefore, their attackers—was always known) and friendly fighters, which were only a phone call away. Given these factors, pilots who specialized in attacking balloons were highly respected, though considered suicidal. World War I was unusually suited to the use of observation balloons because of the trenches. By the time fighting in Europe renewed in 1939, technological advances in aviation and the nature of the fighting forced the tethered balloon into a new role: protection. During World War II, balloons proved valuable in forming a barrage around London and other places, holding long steel cables that threatened enemy bombers. Advances in aviation since have eliminated balloons from war and elevated them to the peaceful uses we see them in today.
James Streckfuss
References Hodges, Goderic. Memoirs of an Old Balloonatic. London: William Kimber, 1972. Ovitt, Spalding West, ed. The Balloon Section of the American Expeditionary Force. New Haven, CT: Turtle, Morehouse, 1919.

well as watching out for enemy tanks. As the weather cleared, Handley Pages performed the heavy work of bombing bridges, and the night-flying Sopwith Camels of 151 Squadron flew offensive patrols in search of German ground attack aircraft. On the evening of 24/25 August, they engaged two from Schlachtstaffel 16 (No. 16 Battle Flight) and claimed both as victories. The day of round-the-clock air support had arrived.
James Streckfuss
See also Royal Flying Corps/Royal Naval Air Service/Royal Air Force; World War I Aviation References Raleigh, Sir Walter, and H. A. Jones. The War in the Air: Being the Story of the Part Played in the Great War by the Royal Air Force. 6 vols. Oxford: Clarendon Press, 1922–1937.

Baracca, Francesco (1888–1918)
Italy’s “ace of aces,” achieving the rank of major.A prewar pilot as well as a member of the regular army, Baracca was already in military aviation when World War I began. In 1915, he was sent to Paris to train on Nieuports, later returning to the No. 1a Squadriglia (Squadron). By the end of 1917, Baracca had run his score to 30 but then hit a dry spell, not scoring again until the following May. On 15 June, he brought down a double, bringing his victory list to its final number—34. Four days later he was killed under uncertain circumstances. The No. 91a Squadriglia, which he commanded, was renamed in his honor. In April 1917, he had adopted a black rampant horse as his personal insignia and had it applied to all his subsequent aircraft. The insignia was given to Enzo Ferrari after the war and can be seen today on Ferrari sports cars.
James Streckfuss
References Franks, Norman, Russell Guest, and Gregory Alegi. Above the War Fronts. London: Grub Street, 1997.

BARBAROSSA

Bapaume, Battle of (1918)
World War I battle that heralded the rise of air support. By August 1918, the value of aerial operations was no longer debated. At the Battle of Bapaume, a truly coordinated effort with the ground fighting can be seen. The battle opened with rain that interfered to some degree, but RAF No. 73 Squadron was still able to perform ground attack duties, as

Nazi invasion of the Soviet Union during World War II. Airpower had been important in what became known as Operation BARBAROSSA long before the Germans attacked the Soviet Union on 22 June 1941. German reconnaissance flights, under Colonel Theo Rowehl, had overflown Soviet territory for months, mapping the principal targets. When the war began, the Luftwaffe was inferior in num-

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PostScriptPicture BARBAROSSA

bers to the Red Air Force, with only 2,770 aircraft deployed for the invasion against some 4,000 aircraft stationed in the West. The equipment and training of the Luftwaffe was far superior, however, and the Red Air Force was handicapped by the loss of many of its best leaders to Stalin’s infamous purges. The initial results of the Luftwaffe attack were dazzling, and by 5 October the Red Air Force had lost more than 5,000 aircraft. Many of these were obsolete types, such as the Polikarpov I-16, and they would be replaced by much more

advanced aircraft as a result of both Lend-Lease and the miraculous transfer of the Soviet aviation industry eastward from European Russia to the Ural Mountains. The Luftwaffe’s failure to develop a long-range bombing force had handicapped it in the Battle of Britain. The same failure would prove to be fatal in BARBAROSSA. The rapid advance of German forces placed great strains on the Luftwaffe, which suffered losses to Soviet fighters as well as to the intense ground fire encountered in close air-

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support activity. These strains were increased during the harsh Russian winter, which the Luftwaffe was ill-equipped to endure. The intense cold halted trucks bringing fuel and supplies, made field maintenance a torture, and often prevented German aircraft from flying. Despite the difficulties, the Luftwaffe managed to maintain air superiority over selected areas of the Eastern Front for the next two years. It was of invaluable assistance to the German army, for German airpower was able to compensate in part for the increasing Soviet superiority in manpower and armor. Field Marshall Wolfram von Richthofen, a cousin of Manfred von Richthofen and an eight-victory ace in World War I, became a master of close air support and the aerial resupply of cut-off forces, but even he was unable to reverse the Luftwaffe’s trend toward defeat. Soviet strength grew steadily, and by Stalingrad’s surrender on 31 January 1943, Germany could establish air superiority only locally and on a temporary basis. Both air forces concentrated their efforts on close air support, and in this the Red Air Force became immensely more successful, operating its Ilyushin Il-2 Shturmoviks in great numbers and with great success. The production battle had also tilted in favor of the Soviet Union. In 1942, Germany was able to produce 15,409 aircraft for use on three fronts, while the Soviet Union produced 25,240 aircraft solely for use against Germany. These were supplemented by reinforcements from Great Britain and the United States. The disparity in strength would grow with each succeeding year. By mid-1943, the Luftwaffe was so diminished in numbers that it had to be used as a fire brigade, rushing from point to point to stave off the most dangerous Soviet advances. The experience, bravery, and skill of the Luftwaffe pilots enabled some of them to run up unprecedented victory totals, with Erich Hartmann achieving the top score of 352. But such aces were rare, and most of the Luftwaffe pilots were simply ground down in the unending series of sorties that they were called upon to fly. By the time the Red Army began its final offensive to Berlin in the early months of 1945, it possessed no less than 7,500 fighters, many of which were equal to the best the Germans could offer. The Luftwaffe had less than 400 fighters to oppose them. The Soviet Union had defeated Germany’s air force in the air—and on the production line.
Walter J. Boyne
See also German Air Force (Luftwaffe); Ilyushin Il-2 Shturmovik; Lend-Lease Aircraft; Soviet Air Force; World War II Aviation References Boyne, Walter J. Clash of Wings: World War II in the Air. New York: Simon and Schuster, 1994.

Barker, William George (1894–1930)
Early flier, sadly overshadowed in popular history by other fliers. Major William George Barker was one of the great airmen of World War I, having achieved 50 victories and been awarded the Victoria Cross, the Distinguished Service Order with bar, the Military Cross with two bars, the Croix-deGuerre, and many other decorations. His wartime achievements were crowned with what many historians believe to be one of the most heroic and one-sided dogfights of the war, in which Barker engaged 15 Fokker D.VII aircraft and, though severely wounded, managed to shoot down four of the enemy aircraft. Barker was of pioneer stock, having been born in a log cabin in Dauphin, Manitoba, Canada. In December 1914, he joined the 1st Canadian Mounted Rifles, spending his first winter in France as a machine-gunner in the trenches. In March 1916, he became an observer in the Royal Flying Corps and was commissioned as a member of No. 9 Squadron. After entering claims for two victories as a gunner, he entered pilot training in November 1916. (Neither of the two victories were credited to him, but he was decorated with the Military Cross.) While flying the notorious Royal Aircraft Factory RE 8 (the “Harry Tate”) he forced an enemy aircraft down and was awarded a bar to his Military Cross. He was wounded, then transferred to become an instructor pilot, a fact that probably saved his life, for it gave him experience and seasoning that would serve him well when he joined the famous RAF No. 56 squadron in October 1917. He immediately began his scoring and in the next year achieved 50 victories, including nine balloons. Forty-seven of his victories were achieved on the Italian front, most of them, amazingly enough, in one aircraft, his Sopwith Camel B6313. He became a true master of the tricky Camel and was, in addition, an excellent shot. After his highly successful tour in Italy, he returned to Great Britain and, after checking out in a Sopwith Snipe, obtained permission to take it to France for familiarization. It was there, on 27 October 1918, when he had his epic battle with enemy Fokkers, for which he was awarded the Victoria Cross. His wounds took him out of World War I combat, and upon his return to Canada he had a mixed career in business and in the service. Sadly, he was killed in a flying accident on 12 March 1930 at Rockcliffe Aerodrome, Ontario.
Walter J. Boyne
See also Sopwith Aircraft References Ralph, Wayne. Barker V.C. London: Grub Street, 1997.

BAT 21
Shores, Christopher, Norman Franks, and Russel Guest. Above the Trenches. London: Grub Street, 1990.

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Barkhorn, Gerhard (1919–1983)
The second highest-scoring fighter pilot of all time; major general in Germany’s post–World War II air force. A Luftwaffe officer cadet from 1937, Barkhorn joined Jagdgeschwader 52 (JG 52; 52d Fighter Wing) during the Battle of Britain and spent most of World War II on the Eastern Front with that famous fighter unit. He flew 120 combat missions before claiming his first air victory, in July 1941, but from May 1942 his score increased rapidly. In January 1944, he became the first German fighter pilot to complete 1,000 combat sorties, on a mission during which he downed his 238th Soviet aircraft. Shortly thereafter he was awarded the Oak Leaves with Swords to the Knight’s Cross of the Iron Cross. He left JG 52 in January 1945, after scoring his 301st victory, and briefly commanded JG 6 as a major before joining Adolf Galland’s Jagdverband 44 (JV 44—the “Jet Unit of the Aces”; 44th Fighter Unit). A flying accident in April 1945 took him out of the war. Barkhorn joined the postwar Bundesluftwaffe (the West German Air Force) and rose to the rank of major general before retiring in 1975. In 1983, Barkhorn and his wife were killed in an automobile accident while touring.
Donald Caldwell
See also German Air Force (Luftwaffe) References Obermeier, E. Die Ritterkreuztraeger der Luftwaffe, 1939–1945, Band I: Jagdflieger [Recipients of the Knight’s Cross]. Mainz, Germany: Verlag Dieter Hoffmann, 1989.

Battle of Britain (1940)
See Britain, Battle of

BAT 21
The rescue operation for BAT 21 Bravo, 2–18 April 1972, South Vietnam. This rescue was the largest rescue operation

of the conflict in Southeast Asia. BAT 21 was an EB-66 electronic jamming and reconnaissance aircraft. On 2 April, it was hit and destroyed by a North Vietnamese surface-to-air missile as it and another EB-66, BAT 22, escorted three B-52s dispatched to bomb invading North Vietnamese units at the beginning of what has come to be known as the Easter Offensive. Only one crewmember, Lieutenant Colonel Iceal “Gene” Hambleton, was able to eject from his stricken aircraft. His personal call sign for the rescue operation was BAT 21 Bravo. Immediately, U.S. Army helicopters tried to rescue Lieutenant Colonel Hambleton. But the North Vietnamese guns drove them off and downed one—a UH1 Huey, call sign Blueghost 39. Three of its crewmembers were killed and one was captured. The next day, Sikorsky Jolly Green Giant helicopters from the 37th Aerospace Rescue and Recovery Squadron made two attempts to pick up BAT 21 Bravo. Both times, they were driven off with heavy damage to their aircraft. Additionally, an OV-10, call sign Nail 38, was hit and downed by an enemy missile. Its pilot, Captain Bill Henderson, was captured. Its navigator, 1st Lieutenant Mark Clark, call sign Nail 38 Bravo, was able to hide and await rescue like Lieutenant Colonel Hambleton. For two more days, rescue forces fought the weather and enemy forces to try to rescue the two airmen. They could not get in. Instead, hundreds of air strikes were put in to beat down the enemy gunners. But 6 April dawned bright and clear. So, after 42 more air strikes were put in, a rescue force of four HH-53s and six escorting A-1 “Sandy” aircraft launched to make another attempt to recover the two evading Americans. They were assisted by several forward air controllers in O-2s and OV-10s and numerous other support aircraft. The lead HH-53, Jolly Green 67, was designated to make the rescue attempt. But as it came to a hover over BAT 21 Bravo, it was raked by heavy enemy fire. The escorting A-1s tried to engage the enemy guns, but they could not get them all. The A-1 pilots could see what the ground fire was doing to the helicopter, and several screamed for the crew to abort the rescue. The crew of Jolly Green 67 complied and tried to maneuver their stricken aircraft to safety. But the enemy fire continued and so damaged the craft that it crashed in a huge fireball a few kilometers south of the survivors. The fire was intense and lasted several days. There were never any indications of survivors. The A-1 pilots were shocked by the turn of events. The other helicopters were ready to move into the area and make another attempt. But Sandy 01, the leader of the task force, was not willing to risk another aircraft. He terminated the mission; it was just too dangerous.

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The next day, another OV-10 supporting the rescue, call sign Covey 282, was shot down in the same area. The pilot, 1st Lieutenant Bruce Walker, call sign Covey 282 Alpha, was on the ground and evading like the two earlier airmen. His crewman, U.S. Marine 1st Lieutenant Larry Potts, was never heard from. With this news, General Creighton Abrams, the overall U.S. commander in Saigon, directed that there would be no more helicopter rescue efforts for the three downed fliers. Instead, a ground team was formed to attempt to infiltrate through enemy lines and pick them up. It was planned and directed by U.S. Marine Lieutenant Colonel Andy Anderson and led by U.S. Navy SEAL Lieutenant Tom Norris. From 10 through 12 April, the team operated through enemy lines and rescued Clark and Hambleton. They also intended to rescue Walker, but on 18 April he was discovered by Vietcong troops and killed. The rescues were over. Later, Norris would get the Medal of Honor for the mission; his assistant, South Vietnamese commando Nguyen Van Kiet, would receive the U.S. Navy Cross. This was the largest sustained rescue operation of the Vietnam War. More than 800 air strikes, including B-52s, were expended in direct support. Numerous helicopters, A1s, and forward air controller aircraft were shot down or damaged.A total of 11 men were killed.
Darrel Whitcomb
References Whitcomb, Darrel. The Rescue of Bat 21. Annapolis, MD: Naval Institute Press, 1998

Bay of Pigs Invasion
The 1961 U.S.-backed invasion of Cuba by expatriates. During the 1960 presidential campaign, Democratic candidate John F. Kennedy called Cuban dictator Fidel Castro “a source of maximum danger.” He criticized Republican President Dwight D. Eisenhower and Vice President Richard M. Nixon for allowing the “communist satellite” (i.e., Cuba) to spring up on “our very doorstep” and called for “a serious offensive” against the island nation. In turn, Nixon described Kennedy as “dangerously irresponsible” for supporting Cuban refugees trying to overthrow Castro. At that very moment, with presidential approval, covert CIA plans were under way to invade Cuba. At the time, the CIA enjoyed a special place in government, with a budget reputedly around $1 billion. Later dubbed the “Cuban Invasion Authority,” they had built their anticommunist reputation by organizing the 1954 overthrow of the communist-tainted government in Guatemala. In

1960, many CIA leaders privately bragged that their 1,500 Cuban trainees would soon “Guatemalize” Cuba. The training for the invasion had begun in March 1960, ironically, at sites located in Guatemala. Although the training was modern, the weapons were surplus World War II and Korean War items that included obsolete aircraft. When Kennedy came to the White House, he found the Cuban-invasion issue on his front doorstep. The CIA assured him of success and of the support of the Cuban people. Kennedy, at first reluctant, felt pressure to go forward, especially since public opinion favored some sort of intervention and Kennedy, during the campaign, had promised to do something about Castro and Cuba. He also feared that the exiles might embarrass him publicly if he failed to act. Even so, on 12 April 1961 Kennedy publicly declared that under no circumstances would the U.S. military become directly involved in Cuban affairs. Still, he approved the operation, and on 17 April the refugee army landed in force at Bahía de Cochinos (Bay of Pigs) on the southern coast of Cuba. After initial success, things began to unravel. With Castro in direct control of his forces, the Cuban air force soon won control of the skies, and his ground forces surrounded the invaders on the beaches. When Kennedy, under great pressure, refused to send apparently promised U.S. air support, the refugees had little choice but to surrender. With 250,000 Cuban militiamen on alert and almost no popular support, the invasion quickly and completely collapsed. The entire fiasco was a blow to U.S. prestige. In turn, Castro used the affair to “confirm” his accusations of “Yankee aggression.” In fact, the United States had violated its own neutrality policies and laws as well as the spirit, if not the letter, of the United Nations Charter. Worst of all, Kennedy had kept his own UN Ambassador, Adlai Stevenson, in the dark. This caused Stevenson to lie unwittingly when he had declared on 17 April that America had “no complicity in the invasion.” In retrospect, the CIA botched the operation. No such operation could have succeeded without the large-scale internal support of anti-Castro Cubans. These potential supporters were offended by the CIA’s inclusion in the exile leadership of henchmen from the regime of hated former dictator Fulgencio Batista. The CIA never alerted the Cuban underground. Instead Castro, ever vigilant to U.S. activities, had rounded up thousands of suspects just prior to the invasion. The CIA operated as a virtual law unto itself, often ignoring the State Department and other agencies, particularly with regard to Cuban popular support and the viability of the landing site. In spite of Republican and foreign criticism, Kennedy

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shunned the opportunity to publicly search for scapegoats. He assumed “full responsibility” for what some Europeans called “a Hungary in reverse.” Privately, he blamed the CIA and Joint Chiefs of Staff for poor intelligence and planning. As one historian later noted, even though there was plenty of blame to go around, no one ever seemed to question the policy of attempting to overthrow a sovereign government. Neither did they seem to realize that such an action would push Castro, already seeking a strong anti-U.S. ally, into the waiting arms of the Soviet Union. Castro emerged stronger than ever. Concurrently, the Soviet Union mistakenly concluded that Kennedy lacked the iron nerve for brinkmanship. By 1962, this would lead to a buildup of Soviet missiles in Cuba and what became known as the Cuban Missile Crisis. Other byproducts included a seemingly endless economic blockade of Cuba as well as protracted U.S. refusal to recognize the Castro government. The United States made sure Cuba was ousted from the Organization of American States, supported the U.S. Information Agency’s anti-Castro program, continued aid to anti-Castro forces, and sponsored assassination plots against the dictator. Throughout the aftermath, the 1,200 men languishing in Cuban jails weighed heavily on Kennedy’s and the public’s conscience. In December 1962, the United States violated its own Cuban embargo laws, designed to topple Castro, and opted to allow “private” negotiations and funding to pay Castro $53 million in badly needed food and medical supplies to effect the release of the refugees. Kennedy was roundly criticized for caving in to Castro’s demands.Arizona Senator and 1964 Republican presidential candidate Barry Goldwater declared that Kennedy had succumbed to international “blackmail.”
William Head
References Brugioni, Dino A. Eyeball to Eyeball: The Inside Story of The Cuban Missile Crisis. New York: Random House, 1991. Higgins, Trumbull. The Perfect Failure: Kennedy, Eisenhower, and the CIA at the Bay of Pigs. New York: Norton, 1987. Larson, David L. The Cuban Crisis of 1962. 2nd ed. New York: Harper and Row, 1986. Walton, Richard J. Cold War and Counterrevolution: The Foreign Policy of John F. Kennedy. Baltimore: Penguin, 1973. Wyden, Peter. Bay of Pigs: The Untold Story. New York: Simon and Schuster, 1980 [1979].

tered Parliament in 1910. He was in charge of British propaganda efforts from 1916 to 1918 and was granted the title of Lord Beaverbrook in 1918. Between the wars he became an important British newspaper publisher of the leading Daily Express and (in 1929) the Evening Standard, both of which published articles by Winston Churchill. During World War II, Churchill, a close friend, appointed Beaverbrook minister for aircraft production (1940–1941), minister of supply (1941–1942), minister of war production (1942), and Lord Privy Seal (1943–1945). Beaverbrook played a central role in focusing Britain’s successful production of thousands of fighters and bombers for the Royal Air Force.
Christopher H. Sterling
See also Churchill, Winston References Chisholm, Anne, and Michael Davie. Lord Beaverbrook: A Life. New York: Knopf, 1993.

Béchereau, Louis (1880–1970)
Born in 1880 at Plou, France; worked first with the Ader team on cars. In 1909, Deperdussin asked Béchereau to built a canard monoplane, starting a fruitful association. He conceived the first Deperdussin “Monocoque” in 1910. Its racing development won the Gordon Bennett Trophy at Chicago in 1912. The following year, a very-short-span version powered by a 160-hp Gnôme engine, won the trophy, exceeding 203 kph. After Deperdussin’s bankruptcy, the factory was bought by Blériot and retained the acronym SPAD. Béchereau worked on the SPAD VII, a high-performance biplane powered by a Hispano-Suiza 180-hp engine. Reaching squadrons in 1916, the SPAD VII and the later SPAD XIII were the Western allies’ most successful fighters, possessing speed, agility, and structural integrity; 7,500 were built. In 1919 Béchereau joined Bernard, then Salmson, and associated with Kellner in 1932, but his creative work was over. After World War II he worked for Morane-Saulnier before retiring. He died in 1970.
Stephane Nicolaou

Beech Aircraft Beaverbrook, Lord (1879–1964)
William Maxwell Aitken earned a fortune as a Canadian stockbroker, moving to Britain before World War I. He enThe Beech Aircraft Company was founded in 1932 by aviation pioneer Walter H. Beech. Beech began his aircraft manufacturing career in 1924, when he joined forces with fellow

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The Beech C-45 served as a utility plane for many years; it was pleasant to fly but tricky to land. (Walter J. Boyne)

aviation pioneers Clyde Cessna and Lloyd Stearman to found the Travel Air Manufacturing Company. The company flourished and by 1929 had become the world’s largest producer of commercial aircraft. When the 1929 stock market crash sent aircraft sales into a tailspin, Travel Air merged with the larger Curtiss-Wright Corporation, where Walter Beech accepted an executive position. In 1932, Walter Beech left Curtiss-Wright to form the Beech Aircraft Company. The first design to emerge from his Wichita factory was the Model 17R Staggerwing. This fast and luxurious single-engine biplane performed better than most military aircraft of the era and gained lasting fame by winning the 1936 Bendix race. In 1937, the company—now incorporated—introduced its second design, the Beech Model 18 twin-engine monoplane. The versatile Twin Beech proved particularly successful as a military trainer and transport. During World War II, 90 percent of U.S. bombardiers and navigators trained in the Twin Beech. During the war, Beech produced more than 7,400 military aircraft of various types, plus thousands more subcontracted from other companies. Accordingly, the company was awarded five Army-Navy E awards for production efficiency, an accomplishment only one out of 20 war contracting firms achieved.

After the war, Beech quickly transitioned to the manufacture of moderately priced high-performance commercial aircraft. The company soon replaced the aging Staggerwing with the lighter and more affordable Beech Model 35 Bonanza. This outstanding aircraft was destined to enjoy an unprecedented 35-year production run, and its design served as the basis for the Beechcraft T-34 Mentor, which replaced the T-6 Texan in 1953–1954 as the standard U.S. Air Force and Navy basic trainer. When Walter Beech died in 1950, the company continued to thrive under the able leadership of his widow and business partner, Olive Beech. It expanded and diversified, subcontracting with major aerospace manufacturers, in addition to continuing to produce successful aircraft. Beech Aircraft Corporation merged with the Raytheon Company in 1980 and has continued to hold its place as a leader in business aviation. Both Walter and Olive Beech are inductees of the National Aviation Hall of Fame.
Steven A. Ruffin

References McDaniel, William H. The History of Beech. Wichita KS: McCormickArmstrong, 1971. Phillips, Edward H. Beechcraft—Pursuit of Perfection: A History of Beechcraft Airplanes. Eagan, MN: Flying Books, 1992.

Bell Aircraft

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Bell AH-1 Cobra
During the Vietnam War, the Bell UH-1 Iroquois helicopter proved too slow to escort the new Boeing-Vertol CH-47 Chinooks that were being used to ferry troops into combat. Bell Helicopter won the competition for an interim, fast, armed escort helicopter while the Army was developing the AH-56A Cheyenne gunship, which was ultimately canceled in 1972. The AH-1 Cobra (Bell Model 209) used the transmission, rotor system, and engine from the UH-1C and a two-man crew in a streamlined fuselage that was only 38 inches wide—a much smaller target than the 100-inchwide UH-1. The Cobra quickly proved its worth in Vietnam and was ordered by the U.S. Marine Corps and a number of foreign governments in both single- and twin-engine derivatives. Standard armament includes a nose-mounted 7.62mm minigun or 20mm chain gun, plus a variety of missiles, rockets, or other weapons under its stub wings. The Marine Corps version is even capable of carrying AIM-9 Sidewinder air-to-air missiles. The U.S. Army began to retire the last of the AH-1s in 2000 in favor of additional Boeing AH-64 Apaches. But the U.S. Marine Corps has elected to put its AH-1s through an extensive remanufacturing program to keep them viable until the year 2025 or later. Many other countries are also considering upgrades to their AH-1s, and in fact the helicopter is still in limited production.
Dennis R. Jenkins
See also Bell UH-1 Iroquois; Boeing AH-64 Apache References Allen, Patrick. The Helicopter: An Illustrated History of Rotary-Winged Aircraft. Shrewsbury, UK: Airlife, 1996. Brown, David A. The Bell Helicopter Textron Story: Changing the Way the World Flies. Arlington, TX: Aerofax, 1995.

Bell Aircraft
U.S. aircraft and helicopter manufacturer. Innovation characterized Bell designs from its 1935 beginnings. Unorthodox thinking produced the World War II P-39 Airacobra and P-63 Kingcobra that found limited advocacy in the U.S. Army Air Forces, as well as the revolutionary X-1, the first aircraft to exceed the speed of sound. Founder Lawrence D. Bell gained experience working for Martin and Consolidated in the 1920s and 1930s. When Reuben Fleet decided to relocate Consolidated Aircraft Corporation from Buffalo, New York, to San Diego, California, in

1935, Larry Bell chose to remain behind and create his own aircraft company, initially using the same buildings Consolidated had occupied. From the outset, the Bell team showed a willingness to innovate. The company’s first aircraft, the Airacuda heavy fighter, used twin pusher engines to enable the front of each nacelle to house a gunner and large-bore weapons to defeat interceptors of bomber formations. Though the Airacuda did not enter full production, it set the tone for the company’s free-thinking designs. The P-39 Airacobra of 1938, and the follow-on P-63 Kingcobra, netted Bell quantity production orders for more than 9,500 and 3,300 units respectively. Tricycle landing gear, a midmounted engine, and 37mm nose armament in these designs manifested Bell’s continuing innovation. The company also built America’s first jet aircraft, the P-59 Airacomet, which flew in October 1942. The Airacomet was a learning tool for industry and the Army Air Forces. Though not competitive for World War II combat, the P-59 showcased Bell’s ability to pioneer aeronautical designs. Bell constructed the XS-1 (later X-1) rocket research aircraft to meet an AAF-inspired probe into transonic and supersonic flight. On 14 October 1947, Captain Charles E. Yeager became the first human to fly faster than sound, in an X-1. Bell’s swept-wing X-2 was the first aircraft to attain Mach 3 on 27 September 1956, although the aircraft crashed during that mission. While the upstate New York operations of Bell Aircraft were diminishing after wartime fighter production subsided, helicopters gave impetus to Bell after World War II. The successful Bell Model 47 helicopter was built in the northern United States until Bell helicopter production moved to Fort Worth, Texas, in 1951. Bell ended fixed-wing aircraft programs in 1956, the same year Lawrence Bell died following a heart attack. In 1960, Textron bought Bell’s helicopter enterprises. The expanding helicopter line included the UH-1 for the U.S. Army, the commercial JetRanger, and the AH-1 Cobra gunship. Textron’s Bell Aerospace Corporation continued nonhelicopter activities in Buffalo, including reaction controls for the X-15 and delivery of NASA Lunar Landing Research Vehicles. Bell Helicopter Textron established a plant in Montreal, Canada, in 1985, adding to capacity already established in Fort Worth and Amarillo, Texas.
Frederick A. Johnsen
See also Bell P-39 Airacobra and P-63 Kingcobra; Bell UH-1 Iroquois; Bell X-1 References Johnsen, Frederick A. Bell P-39/P-63 Airacobra and Kingcobra. Warbird Tech Series Volume 17. North Branch, MN: Specialty Press, 1998.

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Bell OH-13 Sioux

Bell OH-13 Sioux
The Bell Model 47 (U.S. military designation H-13 Sioux) was awarded Helicopter Type Certificate No. 1 on 8 May 1946 and became one of the most popular light utility helicopters ever built. The Model 47 was produced continuously in several countries for more than 30 years, and military versions have been used by at least 40 different countries. The U.S. Army Air Forces procured its first YR-13 (later redesignated H-13) in December 1946. The Sioux was powered by a single Lycoming piston engine driving a two-blade main rotor and a two-blade tailrotor. Later models of the H-13 had a top speed of 106 mph and a cruising speed of 80 mph. The H-13 was used for observation, reconnaissance, training, and medical evacuation. In the first extensive application of a helicopter in the medevac role, a cocoonlike stretcher pod could be mounted on each landing skid, a sight made familiar by the television show M*A*S*H. The OH-13 earned the nickname “Angel of Mercy” for evacuating some 18,000 United Nations casualties during the war. The OH-13 also saw service during the early days of the Vietnam War before the fielding of the OH-6A Cayuse in early 1968.
Dennis R. Jenkins
References Allen, Patrick. The Helicopter: An Illustrated History of Rotary-Winged Aircraft. Shrewsbury, UK: Airlife, 1996. Brown, David A. The Bell Helicopter Textron Story: Changing the Way the World Flies. Arlington, TX: Aerofax, 1995.

Bell P-39 Airacobra and P-63 Kingcobra
Design of the Bell XP-39, a U.S. fighter, was initiated in June 1936, and its development contract was dated 7 October 1937. The Bell Airacobra was conceived as the smallest fighter aircraft (length: 28'8"; span: 35'10"; wing area 200 sq.ft.) that could be built around the 1,150-shp Allison V-1710 engine with a single-stage supercharger, a turbocharger under the engine, with two .30-caliber plus two .50-caliber machine guns and a 37mm cannon in the nose. Two guns were moved to the wings in the P-39C version. Two unusual features were the engine location behind the pilot, both being over the wing, and tricycle landing gear. It was of riveted aluminum construction but featured two longitudinal fuselage center-section spars and three wing spars, making a very rigid structure. Automotive fabrication techniques were used to facilitate mass production more so than for most other airplanes of World War II. The prototype first flew on 6 April 1939, demonstrating nearly 390 mph at a gross weight of 5,550 pounds, less armor and armament, at

20,000-feet altitude within five minutes from takeoff. Thirteen YP-39 service-test aircraft were produced, without the turbocharger, and delivered from September through December 1940. The production version (P-39C) weighed 7,075 pounds fueled (100 gallons) and armed, in spite of the turbocharger being removed, because of the addition of cockpit armor plate and four machine guns in the wings. The wingspan (34'0") and overall length (30'2"; area being 213 sq.ft.) were also increased. Initial operational capability was February 1941. Weight increased to 7,650 pounds for the definitive P-39D version (compared with 9,000 pounds for the P-51A), which was first delivered in April 1941. Maximum speed of the P-39C was 375 mph at 15,000 feet, that for the P-39D was 360 mph. The P-39 design, like the P-38 Lightning’s, was based on a turbocharged engine. Turbocharger production problems, as well as a greater need for the turbos for bombers and the P-38, led to the U.S. Army decision to remove the turbocharger, which relegated the P-39 to low-altitude missions. Its small amount of fuel tankage forestalled use in escort missions. Attempts to use it at higher altitudes caused it to be wrongly condemned as a bad-performing aircraft. Objective evaluations ranked the P-39 slightly above the P-40 (which itself has been wrongly maligned for the same reason as the P-39) as an all-around fighter aircraft. The Army ordered an initial batch of 80 P-39s, but the first major production contract was for France; its capitulation led to Britain’s receiving the aircraft, which they did not appreciate. The P-39 was eventually assigned to 24 U.S.Army fighter and reconnaissance groups. Five thousand P-39s were enthusiastically accepted by Russia and were applied to lowlevel interception and ground attack missions. A grand total of approximately 10,000 P-39s were built, with little change from the YP-39 configuration. Laminar-flow wings and a two-stage supercharged V-1710 were experimentally fitted to the P-39, but the successor P-63 Kingcobra was designed to accept these improvements while maintaining the central engine installation and other features of the P-39. The P-63, despite its similarity to the P-39, was an all-new design to take advantage of the longer Allison two-stage supercharged engine and of new aerodynamic lessons learned from the evaluation of P-39 performance problems. Length was 32'8", wing span was 38'4", and wing area was 248 sq.ft.; maximum weight was 8,350 pounds. The new laminar-flow wing and the addition of a supercharger stage, even without more fuel-tank volume, gave the P-63 much greater range and altitude performance. The longer supercharger placed the engine and cockpit farther forward, the cockpit being in front of the wing. The P-63 development contract was dated 27 June 1941; it first flew on 7 December 1942, and the first production units were delivered in October 1943. More than 3,300 P-63s were built, with more than 2,400 going to Russia.

Bell P-59A Airacomet

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There will always be a PR man, and the Bell Aircraft Company made good use of one in this photo of their products. From the top, the XP-77, P-39, P-63, and P-59. (U.S. Air Force)

The P-63 was used in the United States for operational training and as a gunnery target, a highly armored version produced for this purpose. The armed version carried the same 37mm cannon and two .50-caliber guns in the nose, in addition to one .50-caliber gun mounted in a pod under each wing. It could also carry three 500-pound bombs or three auxiliary fuel tanks under the fuselage and wings. The Russians used the P-63 as they did the P-39. The French received about 200 P-63s, and they and the Russians flew their P-63s in action into the early 1950s.
Douglas G. Culy
References Wagner, Ray. American Combat Planes. 3rd ed. Garden City, NY: Doubleday, 1982.

Bell P-59A Airacomet
On 15 May 1941, the British Gloster E28/39 made its first flight. General Henry H. “Hap” Arnold had seen the aircraft

during a visit to Britain the previous month, and when he returned home he asked General Electric to manufacture copies of the Whittle engine under the I-A designation. Because of its close proximity to the General Electric plant, Bell Aircraft was ordered to build an airframe to accommodate two of the new jet engines. These were designated XP-59A as an attempt to disguise them as a version of the nowcancelled XP-59 (no “A”) pusher-propeller fighter. The first XP-59A was secretly shipped by train from Buffalo to the West Coast. The official first flight of the XP-59A was on 2 October 1942 at Muroc Army Air Field in California (now Edwards Air Force Base). America’s first jet fighter was a single-seat midwing monoplane powered by two I-A engines of 1,400 pounds/thrust each. A top speed of 404 mph at 25,000 feet was demonstrated, disappointing given that later P-47s and P-51s could easily best it by 20–30 mph. Nevertheless, 13 service-test and 100 production models were ordered, with the third going to Britain in exchange for a Gloster Meteor prototype, and two YP-59As going to the U.S. Navy for evaluation. On 30 October 1943, the production order was cut in

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half—eventually 20 P-59As were delivered with J31-GE-3 engines, and 30 P-59Bs used slightly more powerful J31-GE-5 engines and had an extra 66 gallons of fuel. All were delivered by the end of May 1945. Surprisingly, given the pioneering nature of its power plant, none of the service-test models were lost. The P-59 was not fast enough to be suitable as a weapon, but it proved useful in training pilots destined for the Lockheed P-80 “Shooting Star.” The shortcomings of the P-59 became even more obvious after the Air Force had a chance to examine the German Me 262 jet fighter toward the end of the war in Europe.
Dennis R. Jenkins
See also Gloster Meteor; Messerschmitt Me 262 References Wagner, Ray. American Combat Planes. 3rd ed. Garden City, NY: Doubleday, 1982.

vector convertiplanes.” The first of the XV-3 tilt-rotors made its maiden flight on 11 August 1955, and the XV-3s proved to be valuable research tools for the next 13 years. Bell began flying the definitive XV-15 demonstrator on 3 May 1977, the first turbine-powered tilt-rotor. As with many aircraft types, turbine power revolutionized the concept. The XV-15, although a relatively small aircraft, successfully demonstrated many of the operational aspects of an operational tilt-rotor. The U.S. military, particularly the Marine Corps, was impressed. In June 1986, a Bell-Boeing team was selected for the development of the V-22 Osprey.
Dennis R. Jenkins
References Maisel, Martin D., Demo J. Giulianetti, and Daniel C. Dugan. The History of the XV-15 Tilt Rotor Research Aircraft. SP-2000–4517. Washington, DC: NASA, 2000.

Bell UH-1 Iroquois (“Huey”) Bell Tilt-Rotors
The Bell V-22 Osprey tilt-rotor is just beginning to enter military service. It is the first tilt-rotor to see operational service. Bell is already at work on a civilian version (Bell Boeing Model 609) and has recently shown conceptual designs of a much larger four-rotor version (called the V-44 by the industry press) capable of replacing the Lockheed C-130 Hercules. But the tilt-rotor is not new. Henry Berliner built a tiltrotor biplane during the 1920s and actually demonstrated forward speeds over 40 mph. George Lehberger patented a single-shaft tilt-rotor “flying machine” in September 1930, and the Focke-Achgelis FA 269 was a pusher tilt-rotor designed in 1942. The Platt LePage firm proposed a large tiltrotor passenger aircraft during the late 1940s, and although the aircraft was never built, Haviland Platt received a patent on it in 1955. The Transcendental Aircraft Corporation of New Castle, Delaware, went one better—actually building a small Model 1-G single-seat experimental aircraft. Unfortunately, after more than 100 successful flights that had almost demonstrated the full range of motion required, the aircraft crashed. A subsequent Model 2 version was not extensively tested due to lack of funds. A common voice through many early concepts was that of Robert L. Lichten. He had worked for Platt and Transcendental before heading for Bell Aircraft. There he was given the chance to develop the Bell Model 200 in response to an October 1953 military order for two full-scale “tilting-thrustIn 1955, the Bell Model 204 won a U.S.Army competition for a utility helicopter suitable for front-line casualty evacuation, general utility, and training duties, and it would become the first turbine-powered helicopter to equip U.S. Army units. The aircraft was originally designated HU-1, giving rise to the nickname “Huey-copter” or “Huey,” a name that survived the redesignation to UH-1 in 1962. The Huey is the most universal military aircraft of the modern era, serving in all four branches of the American uniformed services and in the armed forces of at least 48 other nations. Eventually, more than 9,000 Hueys (Models 204/205/212) were built—4,890 UH-1H models alone. The Huey soon found itself in the jungles of Southeast Asia. The first arrived in 1962, and by the end of the war 1,213 UH-1s were lost to hostile action and a further 1,380 to other operational causes. Hueys armed with only two M60D door guns, called “Slicks” because of their uncluttered external appearance, were the backbone of all air-mobile combat operations in Vietnam. Unarmed medevac versions were called “Dust Offs,” because of the clouds of dust kicked up when landing. Until the arrival of the AH-1 Cobra, armed UH-1C and UH-1Ms protected the Slicks on their missions. The U.S. Army began to retire the last of the UH-1s in 2000 in favor of additional Sikorsky UH-60 Black Hawks. But the U.S. Marine Corps has elected to put its UH-1s through an extensive remanufacturing program to keep them viable until the year 2025 or later. Many other countries are also considering upgrades to their UH-1s.
Dennis R. Jenkins

Beriev Aircraft
See also Bell AH-1 Cobra; Sikorsky UH-60 Black Hawk References Allen, Patrick. The Helicopter: An Illustrated History of Rotary-Winged Aircraft. Shrewsbury, UK: Airlife, 1996. Brown, David A. The Bell Helicopter Textron Story: Changing the Way the World Flies. Arlington, TX: Aerofax, 1995.

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References Hallion, Richard P. Supersonic Flight—Breaking the Sound Barrier and Beyond: The Story of the Bell X-1 and the Douglas D-558. Rev. ed. London: Brassey’s, 1997. Rotundo, Louis. Into the Unknown: The X-1 Story. Washington, DC: Smithsonian Institution Press, 1994. Young, James O. Meeting the Challenge of Supersonic Flight. Edwards AFB, CA: Air Force Flight Test Center History Office, 1997.

Bell X-1
U.S. research aircraft. The Bell X-1 was significant in the history of airpower because it proved there was no sound barrier and also provided design data and technology for future transonic and supersonic aircraft, including the movable horizontal stabilizer that made the later models of the F-86 so superior to MiG-15s in the Korean War. The first of the rocket-powered research aircraft, the X-1 (originally designated the XS-1), was a bullet-shaped airplane that was designed and built by the Bell Aircraft Company for the Army Air Forces and the National Advisory Committee for Aeronautics (NACA), which provided many of the design specifications. The mission of the X-1 was to investigate the transonic speed range (speeds from just below to just above the speed of sound) and, if possible, to break the so-called sound barrier. The first of the three X-1s was glide-tested at Pinecastle Army Air Field, Florida, in early 1946. The first powered flight of the X-1 was made on 9 December 1946 at Edwards Air Force Base with Chalmers “Slick” Goodlin, a Bell test pilot, at the controls. On 14 October 1947, with Air Force Captain Charles “Chuck” Yeager as pilot, the aircraft flew faster than the speed of sound for the first time. Yeager ignited the fourchambered XLR-11 rocket engines after a B-29 Superfortress air-launched it from under the bomb bay at 20,000 feet. The 6,000-pound/thrust ethyl alcohol/liquid oxygen– burning rockets, built by Reaction Motors, pushed the aircraft to a speed of 700 mph in level flight. Yeager was also the pilot when the X-1 reached its maximum speed: 957 mph. Another USAF pilot, Lieutenant Colonel Frank Everest Jr., was credited with taking the X-1 to its maximum altitude of 71,902 feet. The number-three plane was destroyed in a fire before making powered flight. More advanced versions of the X-1 (the X-1A, X-1B, and X-1E) flew faster. All of them gathered valuable data for future aircraft designs.
J. D. Hunley
See also Research Aircraft; Yeager, Charles E.

Beriev Aircraft
Chief designer and manufacturer of maritime aircraft in the Soviet Union. Georgii Mikhailovich Beriev was born in Georgia in 1902 and trained as an engineer in Leningrad after the Bolshevik Revolution. In 1928, he joined a design bureau for naval aircraft. His first task was to make improvements on the Savoia S.62, which had been bought from Italy for license production. In 1932, he launched his own design bureau based at Taganrog, on the Sea of Azov. His first design was the MBR-2 flying boat, which first flew in October 1932. Entering production in 1934, 1,365 were produced by the time Taganrog was overrun by the Germans. Though outdated, with its single pylon-mounted motor, it served as the main Soviet naval reconnaissance and antisubmarine aircraft throughout World War II, helping protect LendLease convoys and even served as a nighttime bomber. It was retired from service in the late 1950s. Beriev also was responsible for production of the GST, the Soviet-licensed version of the Consolidated PBY “Catalina”; only 27 examples were produced before the factories were overrun in 1942. Other prewar aircraft designed by Beriev were never allocated any priority, never advanced beyond prototype stage, or were produced in minuscule quantities. From 1950 to 1957, Beriev produced for the Soviet Navy 123 examples of the Be-6, a large, twin-motor flying boat in the general class and format of the Martin Mariner. Beriev next designed the Be-10, a twin-jet swept-wing flying boat intended for antisubmarine patrol. Though it entered naval service, design problems were never completely eliminated, the concept was dated, and production ceased in 1961 after only 27 examples were produced. Much more successful was the Be-12 amphibian flying boat, known to NATO as “Mail.” This antisubmarine aircraft had a gull wing, twin tails, and two turboprop engines and was produced from 1964 to 1973; some of the 132 examples remained in service at the turn of the century. Others have been rebuilt as firefighting water bombers. Beriev died in 1979, but his bureau continues. It has been

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involved in the experiments with the Ekranoplane “wing-inground-effects” aircraft, as well as the new Be-42/A-40 Mermaid amphibious flying boat currently under development.
George M. Mellinger
References Andersson, Lennart. Soviet Aircraft and Aviation 1917–1941. Annapolis, MD: Naval Institute Press, 1994. Gunston, Bill. The Encyclopedia of Russian Aircraft, 1875–1995. Osceola, WI: Motorbooks International, 1995.

Berlin Air Battles (1940–1945)
The attempts to carry the aerial war to the capital of the Third Reich and draw out the Luftwaffe in its defense. Before August 1940, Berlin remained unscathed by Royal Air Force bombers. In that month, however, RAF Bomber Command launched two attacks in retaliation for the Luftwaffe’s bombing of London. Executed by Vickers Wellington, Armstrong Whitworth Whitley, and Handley Page Hampden twinengine bombers flying at the extremity of their ranges, the raids did very little damage and killed few people. They nonetheless marked the beginning a years-long campaign to take the war to Hitler’s center of power. In what became the RAF’s largely nighttime “city-busting” campaign, the objective was to sap German morale and cripple their industry by “dehousing” workers. If factories and administrative centers were hit as well, then so much the better. Such tactics rested principally upon early RAF bombers’ ineffective defensive armament in daylight and a lack of accurate bombsights. Even the RAF’s introduction of the four-engine Short Stirling and Handley Page Halifax bombers in 1941 and the superb Avro Lancaster in early 1942 did not significantly alter this operational doctrine. Nevertheless, the weight of Bomber Command’s assault on Berlin and other cities grew accordingly, and the Eighth Air Force of the U.S.Army Air Forces soon joined the fray. In late 1943, the RAF launched a sustained effort to pulverize the Reich capital. Building on the successful 1,000-bomber raids of 1942, Air Marshal Arthur “Bomber” Harris believed that Berlin’s destruction would cost Germany the war. On 18 November, Harris ordered 444 heavy bombers to Berlin. Of that number only nine were lost. Harris, encouraged, kept up the effort. Bomber Command sent in 15 more major attacks by the end of March 1944. From the 9,111 sorties, 492 bombers failed to return. Another 95 crashed at their bases, and 859 others suffered battle damage. These raids did not include yet another 16 smaller harassing attacks during the same period. Altogether more than 1,000 RAF bombers of all types were lost during the efforts against Berlin.

Up to this time, the Eighth Air Force had not participated in the raids on Berlin. It was still recovering from severe losses suffered in the second half of 1943, during the raids on Schweinfurt and Regensburg. Its efforts were also affected by diversions to the newly established Fifteenth Air Force in Italy. The Eighth’s effort against Berlin took shape, however, under the Combined Bomber Offensive (CBO) directive of 13 February 1944. The directive specified targeting Berlin whenever possible. Planners reasoned, in part, that the Luftwaffe would fight for the city, as it would fight for no other; and the consequent destruction of the Luftwaffe’s planes, pilots, and infrastructure by the Allies’ aerial forces remained the CBO’s primary objective. As over targets such as Hamburg in 1943, the RAF bombed at night, the Eighth Air Force during daylight. The dramatic difference in early 1944 was the presence of longrange escorts, principally North American P-51 Mustangs, that were able to accompany the bombers all the way to the target (indeed, beyond it) and back. The replacement of any German pilots killed became increasingly difficult due to the Luftwaffe’s simultaneously constricted resources on the ground. That weakening of German airpower, in turn, would make an Allied invasion of northwestern Europe that much more likely to succeed. On 4 March 1944, the Eighth Air Force carried out its first daylight raid on the German capital. Three additional attacks followed before month’s end. They comprised some 1,700 sorties by Boeing B-17 Flying Fortresses and Consolidated B-24 Liberators escorted by hordes of fighters. Specific targets included the VKF Erkner ball-bearing facility, the Bosch electrical works at Klein Machow, and the Daimler Benz engine factory at Genshagen. The Luftwaffe reacted fiercely throughout. For example, 69 of the Eighth Air Force’s big bombers fell on 6 March alone, losses as high as over Schweinfurt and Regensburg in 1943. In exchange, 81 German fighter aircraft were shot down on that same day. Still, the Eighth continued its effort throughout the rest of 1944 and into 1945 though the regularity of attacks on Berlin decreased. In addition, Fifteenth AF bombers executed their first large raid on the city on 24 March 1945, a mission exceeding 1,500 miles in total distance. The consequence, as Harris put it, was “the wrecking of Berlin from end to end,” though Germany did not lose the war as a result. Heavy and effective Luftwaffe flak served as Berlin’s ground-based defense. As late as the Eighth Air Force’s raid of 3 February 1945, these guns clawed fully 25 heavy bombers from the skies. In addition, radar-directed dayand night-fighters rose to defend the city. They included late-model Messerschmitt Bf 109s and Focke-Wulf Fw 190s carrying heavy machine guns, cannons of up to 30mm, and,

Berlin Airlift

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The United States responded to a military crisis, the Berlin Blockade, with a magnificent compassionate gesture, the Berlin Airlift. Douglas C-54s were soon bringing in more supplies by air than had previously been brought in by rail, road, and canal. (U.S. Air Force)

occasionally, air-to-air rockets. Also attacking the bombers were radar-equipped twin-engine Bf 110s armed (at night) with the dreaded Schräge Musik (Jazz Music) twin 30mm cannon designed to fire diagonally into the bombers’ ventral surfaces. One twin-engine fighter, the follow-on Me 410 Hornisse (Hornet), even mounted a massive 50mm cannon—a true bomber-killer. Most fortunately for Allied airmen over Berlin, the potential of the elegant but deadly Me 262 Schwalbe (Swallow) cannon-armed jet fighter never materialized. Neither did that of the extraordinary Me 163 Komet (Comet) rocket-propelled interceptor.
D. R. Dorondo
See also Avro Aircraft; German Air Force (Luftwaffe); Germany, and World War II Air Battles; Harris, Arthur T.; Messerschmitt, Willy; Royal Flying Corps/Royal Naval Air Service/Royal Air Force; Short Aircraft (Post–World War I); U.S. Army Air Forces References Craven, Wesley F., and James L. Cate, eds. The Army Air Forces in World War II, Volume 3: Europe: ARGUMENT to V-E Day, January 1944 to May 1945, Washington, DC: Office of Air Force History, 1983. Frankland, Noble.“Bomber Offensive: The Devastation of Europe.” In Barrie Pitt, ed., Ballantine’s Illustrated History of World War II. New York: Ballantine Books, 1971. Hammel, Eric. Air War Europa: America’s Air War Against Germany in Europe and North Africa. Chronology, 1942–1945. Pacifica, CA: Pacifica Press, 1994.

Berlin Airlift
From June 1948 until September 1949, the early period of the Cold War, Western powers supplied the city of Berlin solely by means of air transport when Soviet forces cut off rail, river barge, and road traffic in a political power play to squeeze Britain, France, and the United States out of Berlin. Using a variety of aircraft, the Berlin Airlift continued until September, despite the fact that ground restrictions were lifted in mid-May 1949, as it took months to build up the city’s stocks of vital supplies to a safe level. When the airlift began on 24 June 1948, the Western powers were woefully outnumbered in troops, equipment, and aircraft by the Soviets occupying East Germany and half of Berlin. The notion of supplying a city of almost 3 million people only by air originated with a Royal Air Force official faced with the city’s pre-airlift daily need of 15,000 imported tons of supplies, with 4,000 being the absolute minimum to survive.At the beginning, the U.S.Air Force could supply but 700 tons using the 25 available C-47 aircraft. The British pressed 40 Dakotas, 35 Avro Yorks, 26 Handley Page Hastings, and a few Sunderland flying boats into service on what the Americans soon dubbed Operation VITTLES (Operation LITTLE VITTLES was the dropping of candy by airlift pilots to Berlin children). Some British charter airlines also participated using Avro Tudors, Handley Page Halifaxes, and Consolidated Liberators. By August 1948, U.S. C-54s took the

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bulk of the airlift, more than 300 of them eventually participating, some loaned by U.S. nonscheduled airlines. Pilots flew up to 70 hours within any 30-day period. The airlift soon established three air corridors, each 20 miles wide, across the Soviet zone of occupation to reach the Berlin airfields of Tegel, Gatow, and Tempelhof, plus one water base at Havelsee. Pavements were built or extended, often by Berliners working only with hand tools.Very careful flight paths were arranged due to the heavy traffic—with dozens of aircraft movements per hour. The average aircraft turnaround time in Berlin was less than 50 minutes, so intense was the pressure. Indeed, the full airlift scheme reached as far as the U.S.West Coast, whence came some of the supplies and to which some aircraft had to return for maintenance. All told, the U.S. Air Force brought some 1.4 million tons of coal, nearly 300,000 tons of food, and 65,000 tons of other material into Berlin. This allowed a typical Berliner to receive, under a tight system of rations, 15 ounces each of bread and potatoes, 1.5 ounces of sugar, 1.75 ounces of prepared foods, 1.5 ounces of meat, and about an ounce of fats and a twentieth of an ounce of cheese. For the winter season, however, less than 30 pounds of heating fuel (be it coal or wood) were available per person. To help stretch supplies, some 15,000 children were flown out of Berlin during the airlift. Amazingly, only 22 accidents occurred, with 30 crew deaths. The airlift cost slightly more than $137 million in monetary values of the time. No airlift operation since has carried as much to so many in such a brief period of time.
Christopher H. Sterling
See also Airlines, Service During Wartime References Barker, Dudley. Berlin Air Lift: An Account of the British Contribution. London: HMSO, 1949. Collier, Richard. Bridge Across the Sky: The Berlin Blockade and Airlift, 1948–1949. New York: McGraw-Hill, 1978. Pearcey, Arthur. Berlin Airlift. Shrewbury, UK: Airlife, 1997.

unmolested, leaving behind damage completely disproportionate to the effort expended. The barrage killed four U.S. military personnel and wounded 30. Of 20 B-57 jet bombers hit, five were destroyed, eight were severely damaged, and seven were slightly damaged. Increasingly thereafter, U.S. air bases in the Republic of Vietnam (RVN) became routine targets for enemy ground attacks as well as standoff attacks. On 16 May 1965 at Bien Hoa, an accidental explosion aboard a parked B-57 triggered a series of blasts that killed 28 and injured 77 people. The aircraft toll reached 10 B-57s, two A-2Hs, one A-1E, and one F-8U destroyed, plus 30 A-1Hs and one H-43 damaged. Also demolished were 12 pieces of aerospace ground equipment, 10 vehicles, and the JP-4 fuel dump. This one incident was more destructive than any single VC/NVA attack on any air base during the entire Vietnam War. The incident resulted in a U.S.Air Force–directed emergency program for revetment construction. Bien Hoa Air Base, a major USAF/South Vietnamese air base that harbored all types of aircraft, was a consistent target for VC standoff harassment fire. While attempting to hit parked aircraft hidden under the ever-tightening rows of concrete revetments,VC rocket attacks often reaped secondary rewards by hitting ammo dumps and troop areas.
George M. Watson Jr.
References Fox, Roger P. Air Base Air Defense in the Republic of Vietnam, 1961–1973. Washington, DC: Office of Air Force History, 1979. Schlight, John. The War in South Vietnam: The Years of the offensive 1965–1968. United States Air Force in Southeast Asia Series. Washington, DC: Office of Air Force History, 1988.

Bikini Atoll Tests
Pacific Ocean site of early U.S. nuclear tests. At Bikini Atoll, 23 atmospheric nuclear and thermonuclear tests were conducted between 1946 and 1958. Bikini is one of 29 atolls and five islands that compose the Marshall Islands. It comprises a total of 2 square miles consisting of 36 islets on a reef 25 miles long. It was chosen as a test site because of its remoteness from regular air and sea routes. The original inhabitants were moved to other islands after Bikini became part of the Pacific nuclear proving ground of the United States. The first post–World War II nuclear weapons test was conducted at Bikini in July of 1946. Operation CROSSROADS was designed to determine the effects of these bombs on naval vessels. In preparation, a fleet of more than 90 target ships with a support fleet of more than 150 vessels was assembled in the Bikini lagoon. The 42,000 participants witnessed a series that consisted of an airdropped bomb deto-

Bien Hoa Air Base
Base located 25 kilometers northeast of Saigon in South Vietnam. During the period 1961–1964, Bien Hoa, along with Da Nang and Tan Son Nhut, were the chief operating locations of U.S.Air Force advisers. On the morning of 1 November 1964, Vietnamese communist troops attacked Bien Hoa. Positioning six 81mm mortars about 400 meters north of the base, the enemy gunners fired 60–80 rounds onto parked aircraft and troop billets. The Vietcong (VC) then withdrew undetected and

Bismarck, Air Operations Against the

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nated at a height of 520 feet (ABLE) and an underwater shot conducted at a depth of 90 feet (BAKER). The tests produced mixed results. Only a few ships were sunk by the first bomb. The second detonation produced substantial fallout and contaminated part of the support fleet. In the spring of 1954, Bikini Atoll became the site of Operation CASTLE. This testing series was the culmination in the development of the hydrogen bomb; between March and May six tests were conducted at Bikini and neighboring Enewetak. The most prominent of those tests was BRAVO. Despite unfavorable weather conditions and faulty pretest yield calculations, the test was executed on 1 March and produced a yield of 15 megatons and created a worldwide fallout scare. After the blast had created a large crater in the reef, fallout spread and not only threatened the onsite service personal but contaminated Japanese fishermen and Marshall Islanders. The Japanese tuna trawler Lucky Dragon, with a crew of 23, was severely contaminated. Marshall Islanders on Rongelap (about 100 miles east of Bikini) were also severely contaminated, and many had to be treated for symptoms of beta and gamma radiation. A worldwide wave of protest followed, with international calls for an end to nuclear testing. Despite the protests, testing continued. On Bikini, the last series was conducted in 1958. The Pacific phase of Operation HARDTACK consisted 34 nuclear detonations, all but two on Bikini and Enewetak. Since 1960, the U.S. government and the original residents of the Bikini Atoll have been debating return provisions, rehabilitation plans, and compensation. The Nuclear Claims Council decided in March to award the people of Bikini $563 million in compensation for loss of value, restoration costs, and suffering and hardship.
Frank Schumacher
References Niedenthal, Jack. For the Good of Mankind: A History of the People of Bikini and Their Islands Majuro: Bikini Atoll Local Government, 2001. ______. The People of Bikini: From Exodus to Resettlement. Majuro: Bikini Atoll Local Government, 1996. Weisgall, Jonathan M. Operation Crossroads: The Atomic Tests at Bikini Atoll. Annapolis, MD: Naval Institute Press, 1994.

the front in August 1914. Back in Spain, Birkigt designed a 150-hp aviation engine in October 1914. This revolutionary V-8 engine was accepted by a French committee in July 1915. Nearly 50,000 derivatives were ordered by Allied countries in three basic versions: 180-hp, 220-hp, and the Cannon engine. From 1923, Birkigt designed many aircraft engines giving 350 hp to 1,000 hp at the start of World War II. In 1936, he had to stop producing his legendary cars to concentrate on cannons and the 12Y engine that was used in great number. This mechanical genius died in Switzerland in 1953.
Stéphane Nicolaou

Bishop, William (1894–1956)
Canada’s “Ace of Aces” during World War I; achieved the rank of Air Marshal in the British service. William “Billy” Bishop was studying at Canada’s Royal Military College when he went to war in 1914. Dissatisfied with ground fighting, he transferred to flying the next year. Wounded as an observer, he retrained as a pilot and was assigned to Royal Flying Corps No. 60 Squadron in April 1917, where he ran his score to 47 before going back to England that summer. This tour is best remembered for his claimed solo raid on a German airfield on 2 June 1917. That action won him the Victoria Cross, but the lack of supporting evidence in German records for this and many other Bishop exploits has caused the accuracy of his record to be hotly contested. During this brief tour, his score climbed to 72, the highest number of claims by any pilot in British service.
James Streckfuss
See also Royal Aircraft Factory; Royal Flying Corps/Royal Naval Air Service/Royal Air Force References Bishop, William Avery. Winged Warfare. London: Hodder and Stoughton, 1918. Shores, Christopher, Norman Franks, and Russell Guest. Above the Trenches. London: Grub Street, 1990.

Birkigt, Marc (1878–1953)
Born in Geneva in 1878; studied there at the Ecole des Arts et Métiers. In 1899, he started working in Barcelona, where he launched the Hispano-Suiza firm in 1904, which quickly became an important car maker. In 1913, another one was built at Bois-Colombes in France, but its workers had to join

Bismarck, Air Operations Against the
Destruction of Germany’s greatest warship. Although the German battleship Bismarck was eventually sunk by gunfire and torpedoes from British surface ships, it was aircraft reconnaissance and attacks that doomed the formidable ship. In May 1941, the Bismarck and the cruiser Prinz Eugen

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Bismarck Sea, Air Battle of
References Craven, Wesley F., and James L. Cate, eds. The Army Air Forces in World War II, Volume 4: The Pacific: Guadalcanal to Saipan, August 1942–July 1944. Chicago: University of Chicago Press, 1950.

slipped into the Atlantic to raid British commerce. British capital ships intercepted them but were driven off with the loss of HMS Hood, but not before causing minor damage to the Bismarck. This damage prompted Bismarck to alter plans and attempt to return to France for repairs. Later, Swordfish torpedo-bombers from the Victorious hit the Bismarck, causing the first German fatality but no appreciable damage. Bismarck broke contact after covering Prinz Eugen’s escape but was spotted by a British Catalina. Swordfish from HMS Ark Royal torpedoed and disabled Bismarck’s rudder, allowing surface ships to close in and finish the battleship. The destruction of the Bismarck illustrated the vulnerability of surface ships to air attack, even from obsolescent aircraft.
Grant Weller
See also Aircraft Carriers, Development of; Atlantic, Battle of the; Consolidated PBY Catalina; Fairey Aircraft References Maclean, Anne, and Suzanne Poole. Fighting Ships of World Wars One and Two. London: Peerage Books, 1986.

Bissell, Clayton L. (1896–1973)
Major general in the U.S. military. Born in Kane, Pennsylvania, Clayton Lawrence Bissell was among America’s earliest military aviators. After earning a law degree in 1917 from Valparaiso University, Indiana, he enlisted and was commissioned (January 1918) in the Aviation Section of the U.S. Army Signal Corps Reserve. After initial training at Mohawk, Canada, he was assigned to Taliaferro Field, Texas, in November 1917. Sent to England, he trained with the 22d Aero Squadron and served in the Overseas Ferry Service before joining the 148th Aero Squadron in July 1918. Bissell destroyed five enemy planes, becoming an ace. Commanding the 638th American Fighter Squadron, he was promoted to captain in March 1919. Captain Bissell returned to the United States and was assigned to Kelly Field, Texas, to command the 27th Aero Squadron and the Air Service Group. In June 1920, he went to Washington, D.C., as chief of the Tactical Operations Section in the Office of Air Service, and in December he was enrolled in the Air Service Field Officers’ School at Langley Field, Virginia. Upon completion in June 1921 he served as flight commander of the 14th Squadron at Langley, and later instructed in the Air Service Field Officers’ School. Assigned to Washington, D.C., in November, Bissell served as assistant to Brigadier General William Mitchell for four years. Following a one-year posting with a round-the-world flight to British Columbia, Alaska, the Aleutians, Greenland, Labrador, Newfoundland, and the Maritime Provinces, he returned to Langley Field in December 1924 to serve as secretary of the Air Service Board. After instructing at the Air Corps Tactical School at Langley Field (September 1926– August 1931), Bissell studied at the Command and General Staff School at Fort Leavenworth, Kansas, followed by study at the Army War College and then the Chemical Warfare School at Edgewood Arsenal, Maryland, completing his studies in July 1934. Captain Bissell completed a tour with the 18th Pursuit Group at Schofield Barracks, Hawaii, as intelligence and operations officer, and then as commanding officer. He was promoted to major and returned to the mainland in July 1938 to attend the Naval War College at Newport, Rhode Island. In July 1939, he joined the War Department General Staff as a member of the War Plans Division. In January 1942, Colonel Bissell joined Major General

Bismarck Sea, Air Battle of (1943)
Destruction of Japanese convoy off New Guinea. On 1 March 1943, a Japanese convoy of eight transports and eight escorts left Rabaul, New Britain, bound for Lae, New Guinea, with troops and supplies. Allied intelligence analysis had accurately predicted the operation and Allied reconnaissance aircraft soon spotted and tracked the convoy. The ships came under attack from U.S. B-17s, B-25s, and P-38s, along with Beauforts, Beaufighters, and Bostons of the Royal Australian Air Force, all flying from Port Moresby and other bases in the Southwest Pacific. For weeks the Allies had practiced such missions and had modified many of their aircraft to increase their effectiveness against surface naval targets. The Japanese were unable to effectively contest control of the air over the convoy, and Allied aircraft continued to launch devastating attacks over several days until all eight transports and five escorts were sunk. Only a few survivors from the transports reached the convoy’s destination in New Guinea. The Japanese ceased to attempt regular supply convoys to eastern New Guinea, sealing the fate of the Imperial army in that area. The battle again illustrated the difficulties of conducting naval operations in the face of enemy air superiority and the beneficial effects of intense mission-specific training and rehearsal.
Frank E. Watson

Blackburn Aircraft

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Joseph W. Stilwell’s staff in China and commanded all U.S. air forces in India, Burma, and China. As a brigadier general (21 April 1942), Bissell commanded the Tenth Air Force in India and Burma after the Fourteenth Air Force in China was activated under Claire L. Chennault. Bissell returned to the United States as a major general in August 1943 and became assistant Chief of Air Staff for intelligence at Air Force HQ in Washington. He later served the Office of the Assistant Chief of Staff for Intelligence on the War Department General Staff and was active in the Joint Security Control, the Joint Intelligence Committee, the Combined Intelligence Committee, and the psychological warfare program; he headed the War Department’s historical program. Bissell became military attaché to Great Britain in May 1946 and returned to the United States in October 1948. Posted to Headquarters U.S. Air Forces in Europe, at Wiesbaden, Germany, he returned to Washington in April 1950. General Bissell was awarded the Distinguished Service Cross, Distinguished Service Medal with two Oak Leaf Clusters, Silver Star, Distinguished Flying Cross and Air Medal, the British Distinguished Flying Cross, and several other foreign decorations. General Bissell retired from the USAF on 30 October 1950 and died on 1 January 1973.
Richard C. DeAngelis
References Bowman, Martin W. USAAF Handbook, 1939–1945. Mechanicsburg, PA: Stackpole Books, 1997. Chennault, Claire L. Way of a Fighter. Rpt. Tucson, AZ: Thorvardson Press, 1991. Pogue, Forrest C. George C. Marshall: Ordeal and Hope, 1939–1942. 3 vols. New York: Viking Press, 1966.

Blackburn Aircraft
The Blackburn Aeroplane and Motor Co. Ltd. was formed in June 1914 to build the Royal Aircraft Factory B.E.2c that was adopted as standard equipment for the fledgling Royal Flying Corps and Royal Naval Air Service. During World War I, the company built a total of 111 of B.E.2s, developed the Sopwith Cuckoo torpedo-bomber (132 built) and built the Sopwith Baby seaplane in quantity (186) for the British Admiralty. During the lean interwar years, Blackburn designed and built a variety of naval and civil aircraft, and specialized in torpedo-bombers such as the Dart, Ripon, and Shark. The Skua was a two-seat naval fighter/dive-bomber built to Air Ministry specification O.27/34. The prototype first flew in February 1937, but the need for a carrier-borne divebomber was so urgent that 190 aircraft were ordered six

months before the prototype flew. The Skua was rather underpowered for a fighter but enjoyed some success in the first months of the war, including the successful dive-bombing of the German cruiser Königsberg in Bergen Harbor on 10 April 1940. The Skua (190 built) was withdrawn from front-line service in August 1941 and was relegated to training and target-towing duties. The Botha was a twin-engine land-based reconnaissance and torpedo-bomber developed to the same specification as the Bristol Beaufort. The specification was amended to include four crew members (rather than three), and it became clear that more power was required. Unfortunately, no Bristol Taurus radials were available for the program, so the aircraft went into production with the Bristol Perseus motor. A total of 580 were built. The Botha served with RAF Coastal Command during the first year of World War II and was relegated to training duties from the end of 1940. During the war, Blackburn Aircraft built 1,700 Fairey Swordfish, 635 Fairey Barracuda Mk IIs, and 250 Short Sunderland aircraft under license. The Firebrand first flew in February 1942. A total of 220 of all marks were built. The Firebrand was originally designed as a single-seat naval fighter, but following the adoption of the Supermarine Seafire as the standard Fleet Air Arm (FAA) fighter, it was redesigned as a high-performance torpedo-bomber after the first dozen fighters were built. Many early marks were used for trial purposes, and the Firebrand was in operational service from September 1945 to August 1953. Blackburn was amalgamated with General Aircraft Ltd. on 1 January 1949 as Blackburn and General Aircraft Ltd. The Blackburn Beverley (47 built) was a General Aircraft design under an Air Ministry specification for a mediumrange tactical transport. A total of 47 served with RAF Transport Command from 1956 to 1967, when they were replaced by the Lockheed C-130K “Hercules.” The Buccaneer was a two-seat low-level naval strike aircraft and first flew in July 1958. It was built to withstand the rigors of high-speed low-level flight and incorporated a number of structural and aerodynamic advances. It was capable of delivering nuclear or conventional weapons and was the first operational aircraft to be fitted with a head-up display. The first operational squadron, No. 801, embarked on HMS Ark Royal in February 1963. The Buccaneer was pressed into RAF service as a replacement for the canceled General Dynamics F-111K, and the first unit (No. 12 Squadron) formed at RAF Honington in October 1969. With the run-down of the FAA’s conventional carrier force, all surviving Buccaneers were transferred to the RAF during 1978. The Buccaneer received numerous upgrades and modifi-

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References Davilla, Dr. James J., and Arthur M. Soltan. French Aircraft of the First World War. Mountain View, CA: Flying Machines Press, 1997. Lamberton, William M., and E. F. Cheesman. Reconnaissance and Bomber Aircraft of the 1914–1918 War. London: Harleyford, 1962.

cations to its electronic systems and weapons fit throughout its service life, include laser-guided bomb delivery and designation using the Pave Spike system. During the 1991 Gulf War, Buccaneers were used to provide target designation services for Tornados following the RAF’s abandonment of JP233 airfield attacks. A total of 189 production Buccaneers were built. Blackburn Aircraft became a member company of the Hawker-Siddeley Group in May 1963.
Andy Blackburn
See also Fairey Aircraft; Fleet Air Arm; General Dynamics F-111 Aardvark; Gulf War; Gun Sights; Short Sunderland; Supermarine Spitfire References Jackson, A. J. Blackburn Aircraft Since 1909. London: Putnam, 1968.

Blimps, Military Use of
Nonrigid airships for observation and gathering intelligence. The development of both the internal combustion engine and the dirigible balloon, or rigid airship, dates from the late 1800s and opened up even more military possibilities for their use. Large rigid and nonrigid airships were deployed offensively and defensively during World War I. Count Ferdinand von Zeppelin, a pioneer in airship construction, developed large rigid airships prior to World War I that were used by the German army and navy. Nonrigid airships were also used during World War I by the Allies as a response to the German U-boat threat. The nonrigid airship, or blimp, as it came to be called, soon proved its worth during the conflict patrolling the English Channel, Irish Sea, and the North Sea against submarines and scouting for mines. In all, the British built 374 blimps for service during the war. The primary advantage of the blimp compared to a heavier-than-air craft was its range. The British type C (Coastal), for example, carried a crew of five, mounted a machine gun, and had a speed of 50 mph; its endurance was more than 24 hours, which allowed a substantially wider radius of action than conventional aircraft. The United States Navy, aware of British successes with blimps, purchased more than 16 nonrigid airships from Goodyear between 1917 and 1918; they flew a total of 13,600 hours on antisubmarine patrols over the North Atlantic and bombed two German U-boats. Following the war, Goodyear saw a role for blimps in the advertisement field. But blimps also continued to play a role in the military. Using helium as a substitute for flammable hydrogen ensured the survival of blimps for the foreseeable future. The United States was the only natural source of helium, and it became a world leader in the design and construction of nonrigid airships. Blimps continued to increase in size, speed, and capacity by the outbreak of World War II. The Goodyear K class, the mainstay of the USN airship fleet, carried an eight-man crew and had a maximum speed of 77 mph with a range of 2,000 miles. The K class could carry four bombs, and later models were equipped with airborne radar for antisubmarine warfare operations. Goodyear built 135 K-class blimps for the USN before the end of the war.

Blériot Aircraft
French aircraft manufacturer. Dealing himself into the growing company of early aviators in 1908 with an unsuccessful ornithopter design, Louis Blériot continued working until he finally achieved aerial immortality by being the first to fly across the English Channel. The flight was made in the Blériot 11, a delicate-looking monoplane with a partially open fuselage, powered by an Anzani engine of 25 hp. For the next few years and into the war, the fortunes of Blériot Aéronautique were built on the Type 11, which served in French, British, and Russian units performing reconnaissance and light bombing duties. As the war progressed, the Type 11 was surpassed technologically by more modern designs, but it continued to serve in the French training schools both as a flying machine and in a not-quite-flyable role as a clipped-wing Penguin. Using Penguins, French student-pilots would conduct high-speed taxi runs to learn the feel of the aircraft’s controls. In 1913, Blériot acquired Armand Deperdussin’s firm (Société Provisoire des Aéroplanes Deperdussin), which had produced SPAD aircraft. He retained the chief engineer, Louis Bécherau, and changed the firm’s name to Société Anonyme pour l’Aviation et ses Dérives to retain the SPAD name. The SPAD fighters became France’s main combat aircraft and served with other countries as well. His original Blériot firm continued production with a series of very large, very complex designs that were not adopted for general use.
James Streckfuss
See also SPAD Aircraft

Blitzkrieg

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USN blimps carried out a number of tasks during the war, including long-range air patrols, convoy protection, performing search-and-destroy missions, and directing surface ships in their searches for German submarines. During World War II, the USN employed some 200 blimps in trade-protection duties primarily off the East Coast of the United States; some blimps saw service in the West Indies, Brazil, and in the Mediterranean. Following the end of World War II, the USN slashed the number of blimps in its inventory. In the late 1950s, however, USN blimps, of the ZPG class, took on a new role when they became part of the North American Air Defense system’s early warning chain. Equipped with airborne early warning radar (AEW), USN blimps patrolled off the U.S. East Coast for up to two weeks at a time, thereby extending the range of land-based radar. The completion of the distant early warning radar chain and the introduction of long-range fixed-wing patrol craft in the 1960s spelled the end of USN blimps. In 1962, the last were withdrawn from service; they were reverted to a commercial role.
Shawn Cafferky
References Collier, Basil. The Airship: A History. New York: G. P. Putnam’s Sons, 1974. Hayward, Keith. The Military Utility of Airships. London: Royal United Services Institute for Defence Studies, 1998. Vaeth, J.G. Blimps and U-Boats: US Navy Airships in the Battle of the North Atlantic. Annapolis, MD: U.S. Naval Institute, 1992.

Blitzkrieg
Concentrated application of Luftwaffe close air support and interdiction for rapidly advancing field columns. In World War I, the German army had gained valuable, though limited, expertise with the concept of aerial support of ground forces. The U.S. Marine Corps’s post-1918 experiences in Nicaragua and the U.S. Navy’s and Royal Air Force’s divebombing trials also indirectly influenced German aviators’ thinking in the 1920s. Secret facilities at Lipetsk in the Soviet Union further allowed the German army to test aircraft types and operational doctrine banned by the Treaty of Versailles. By the time of the Nazis’ rearmament program and the first major statement of German aerial doctrine—The Conduct of Aerial War (1935)—the Luftwaffe had as one of its missions the direct support of the army and navy. That particular role influenced the types of aircraft procured. When war broke out in 1939, the Luftwaffe was primarily

tasked to gain battlefield aerial supremacy, act as “flying artillery,” deliver airborne forces, and interdict the enemy’s movement in the hinterland. For the first mission, the Luftwaffe employed Messerschmitt Bf 109s. The flying artillery was provided principally by the ungainly but justly famous Junkers Ju 87 “Stuka,” whose name became a synonym for German dive-bombers. Less famous, but nonetheless valuable, the Henschel Hs 123 biplane served in the ground attack role. Rugged and regarded fondly by its pilots, the Hs 123 would soldier on into 1944. Paratroops flew in the similarly venerable Junkers Ju 52, affectionately known as “Auntie Ju.” For aerial interdiction the Luftwaffe fielded large numbers of twin-engine types. These included the extremely versatile Heinkel He 111 and the Dornier Do 17 “Flying Pencil.” In Poland, Germany deployed some 1,600 aircraft, including nearly all 335 available Ju 87s. Quickly gaining aerial supremacy, the Luftwaffe devastated pockets of Polish resistance, most notably that of the Poznan Army in the Bzura River Cauldron. Later, in May 1940, the Luftwaffe had more than 4,000 aircraft available for the campaign in the West, among them 380 dive-bombers and 475 troop transports. Again it gave another extraordinary demonstration of airpower in blitzkrieg. On 10 May 1940, German paratroops dropped onto the roof of Eben Emael, a crucial Belgian fortress, to seize it for advancing columns. Several days later, on 13–14 May, scores of Ju 87s blasted French defenders along the Meuse River near Sedan, allowing Panzer grenadiers to effect a major crossing of that strategic obstacle. In addition, German fighters annihilated British bombers sent to attack the bridgehead. At month’s end, Luftwaffe level and divebombers harassed the Royal Army and Royal Navy unmercifully as they executed their desperate evacuation from Dunkirk. These and other victories established the Luftwaffe’s fearsome reputation as the aerial arm of lightning war. Although defeated in the Battle of Britain, the Luftwaffe went on to enjoy smaller-scale successes in the Balkans in early 1941. Staggering victories over an initially inept Red Air Force followed. Regardless of the defeats to come, the early blitzkrieg triumphs in Poland and France conveyed the sense of overwhelming might.
D. R. Dorondo
See also Balkans, Air Operations; Britain, Battle of; German Air Force (Luftwaffe); Heinkel Aircraft; Junkers Aircraft; Messerschmitt, Willy References Corum, James S., and Richard R. Muller. The Luftwaffe’s Way of War: German Air Force Doctrine, 1911–1945. Baltimore: Nautical and Aviation, 1998.

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Boeing B1-B Lancer
Deichmann, Paul. Spearhead for Blitzkrieg: Luftwaffe Operations in Support of the Army, 1939–1945. London: Greenhill Books, 1996. Weal, John.“Junkers Ju 87 Stukageschwader, 1937–1941.” In Tony Holmes, ed., Combat Aircraft. London: Osprey, 1998.

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Blohm and Voss Aircraft
Created in 1933 as a subsidiary of a shipbuilding firm established in 1877. The Hamburger Flugzeugbau GmbH (Hamburg Construction Company) was established to develop and manufacture aircraft. Richard Vogt was lured from Kawasaki to become chief designer. The first aircraft, a biplane trainer, was rolled out in mid1934. Manufacture of subassemblies and of other companies’ aircraft under license proceeded apace, and a new factory and airfield were opened in September 1935. The Bv 138 three-engine flying boat, often dubbed the “Flying Shoe” for the shape of its fuselage, first flew in 1937 and, with 276 manufactured, was the only company design to achieve mass production. It was widely used for reconnaissance and minesweeping duties during the war. Three Ha 139 four-engine floatplanes followed for Lufthansa Airline transatlantic mail runs and wartime reconnaissance work. Nine Bv 141 asymmetric aircraft were used for observation duties on all fronts. The first of two huge flying boats initiated by Lufthansa was the Bv 222 Wiking (Viking) with six engines. First flown in 1940, it was the largest operational flying boat of the war when it entered service in 1942. The Bv 222 aircraft were used for troop-carrying and freight and at least one longdistance mission to Japan. The even larger Bv 238 (which first flew in early 1944 with six engines on nearly 200-foot wings) was the heaviest aircraft in the world at the time. Only one model was completed, and it was destroyed in an Allied air attack just days before the war ended; two others were never completed.
Christopher H. Sterling
References Nowarra, Heinz J. Blohm and Voss Bv 138. Atglen, PA: Schiffer, 1997. ______. Blohm and Voss Bv 222 “Wiking” Bv 238. Atglen, PA: Schiffer, 1997.

order explicitly stated that while radar could be used as an aid, the “crew was to bring the bomb back to base” if the target could not be dropped visually. After the first atomic bomb was dropped on Hiroshima on 6 August, U.S. commanders wanted a second bomb dropped as soon as possible to convince the Japanese that the United States had a huge arsenal of such weapons. Kokura was the primary target, but bad weather dictated going to the backup target, Nagasaki. Soon after the detonation of the second weapon, the Japanese government surrendered, eliminating the need for an Allied invasion and saving hundreds of thousands of American and possibly millions of Japanese lives.
Henry M. Holden
References Rhodes, Richard, The Making of the Atomic Bomb. New York: Touchstone Books, 1995.

Boeing (McDonnell Douglas/Hughes) AH-64 Apache
Developed as a replacement for the cancelled AH-56 Cheyenne, the Hughes Model 77 was selected over the competing Bell AH-63. The first prototype made its maiden flight on 30 September 1975, and production deliveries began in January 1984. McDonnell Douglas purchased Hughes Helicopter on 6 January 1984 and subsequently merged with Boeing in 1998. More than 1,000 Apaches have been delivered, and production continues. The Apache is in service with the U.S. Army, Egypt, Greece, Israel, Netherlands, Saudi Arabia, United Arab Emirates, and the United Kingdom. The AH-64 fleet consists of two models, the AH-64A and the newer AH-64D Longbow Apache. The Longbow firecontrol radar provides the ability to detect, classify, and prioritize stationary and moving targets both on the ground and in the air. The AH-64 is powered by two 1,890-shp General Electric T700 gas-turbine engines; it has a top speed of 182 mph and a range of 300 miles.
Dennis R. Jenkins
See also Bell AH-1 Cobra References Allen, Patrick. The Helicopter: An Illustrated History of Rotary-Winged Aircraft. Shrewsbury, UK: Airlife, 1996.

Bock’s Car
Bomber that dropped the atomic bomb on Nagasaki. On 9 August 1945, Major Charles Sweeney, pilot of the Boeing B-29 named Bock’s Car, dropped the second atomic weapon (code-named “Fat Man”) on the city of Nagasaki, Japan. The

Boeing (North American Rockwell) B-1B Lancer
A four-engine long-range multirole heavy bomber capable

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Boeing B-17 Flying Fortress

The Boeing B-1B had a long period of development but has proved its efficiency in the war on terrorism, where the bomber has become the primary weapon. (U.S. Air Force)

of supersonic flight and capable of carrying nuclear bombs. The B-1B holds 61 world records for speed, payload, and distance. Originally manufactured by North American Rockwell, it holds the world record for the fastest round-theworld flight (36 hours, 13 minutes). The B-1B is similar in shape to the four B-1A prototypes built in the 1970s. The first operational B-1B was delivered to the U.S. Air Force at Dyess Air Force Base, Texas, in June 1985. The final B-1B was delivered on May 2, 1988. Its armament includes eight AGM-86B cruise missiles mounted internally plus four externally, 24 AGM-69 SRAM internally plus 14 externally, and 24 B61 or B83 special weapons. B-1B Lancers flew 74 combat missions in Kosovo and dropped more than 5,000 conventional bombs.
Henry M. Holden
References Goodall, James C. America’s Stealth Fighters and Bombers: B-2, F-117, YF-22, and YF-23. Osceola, WI: MBI, 1992.

Boeing B-17 Flying Fortress
Legendary U.S. bomber that served in every theater of World War II. In May 1934, the U.S. Army Air Corps announced a competition for a new multiengine bomber. Each entrant was to be funded by the manufacturer and flown to Wright Field near Dayton, Ohio, for evaluation in late 1935. Douglas Aircraft decided to adapt its DC-2 transport into a stubby,

deep-fuselage aircraft called the DB-1 (for Douglas Bomber One). Boeing, with the concurrence of the Air Corps, opted for a brand-new four-engined airplane, identified as the Model 299. It was based on the structural design of the Model 247 airliner along with the military features and engine arrangement of the XBLR-1, or future XB-15. On 26 September 1934, Boeing’s board of directors appropriated a sum of $275,000—nearly half the company’s cash assets—for the project. The company would expend 153,080 engineering man-hours on the preliminary design of the Model 299. Eventually, the design costs would rise to $660,000. The airplane rolled out of Boeing’s Plant 2 factory in Seattle,Washington, on 17 July and made its first flight on 28 July 1935. During the flyoff the Boeing entry crashed as a result of the elevator control lock not being removed. The Army contract was awarded to Douglas for the production of 75 aircraft designated the B-18 Bolo. The crash of the Model 299 also resulted in the development of the flight-crew checklist—a feature found on almost every subsequent airplane. Continuing Air Corps interest in the Boeing entry led to the production of 12,726 B-17s, most by Boeing but also by Lockheed-Vega and Douglas. The B-17 was powered by four Wright R-1820 engines. It had an 8,000-pound bombload, a service ceiling of 35,600 feet, and a range of 2,000 miles. Manned by a crew of 10, the aircraft mounted 13 .50-caliber machine guns for defensive armament.
Alwyn T. Lloyd

Boeing B-29 Superfortress

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The demands of air combat caused many modifications to be made to Boeing’s B-17, and among the most important of these was defensive firepower. This B-17G packed a powerful forward-firing turret to offset German frontal attacks. (U.S. Air Force)

References Bowers, Peter M. Boeing Aircraft Since 1916. Annapolis, MD: Naval Institute Press, 1989.

Boeing B-29 Superfortress
U.S. strategic bomber during World War II; dropped the first atomic bombs. When Boeing designers began developing the B-29, the basic problem confronting them was how to propel a mass that was twice as heavy as the B-17 twice as fast. To meet this challenge, extremely powerful engines would be required. The B-29s were powered by Wright R-3350 Cyclone engines capable of developing 2,200 horsepower. The R-3350, however, was not fully developed and caused many problems for the B-29. Boeing worked to reduce airplane drag in 13 critical areas, providing a combination of good landing and flight

characteristics. A streamlined fuselage with enclosed defensive armament positions and a high-aspect ratio wing enabled high performance. The B-29 was also the first pressurized bomber. The aircraft were based in China and later the Mariana Islands, where they brought the war to the Japanese homeland. Two of these aircraft dropped the atomic bombs on Japan, bringing World War II to a close. Four factories built 3,965 B-29s. They served again during the Korean War and in a variety of post–World War II roles.
Alwyn T. Lloyd
See also Boeing B-17 Flying Fortress References Bowers, Peter M. Boeing Aircraft Since 1916. Annapolis, MD: Naval Institute Press, 1989. Lloyd, Alwyn T. B-29 Superfortress in Detail and Scale. Blue Ridge Summit, PA: Tab Books, 1983 (Part 1 Production Versions) and 1987 (Part 2 Derivatives).

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Boeing B-47 Stratojet

Boeing B-47 Stratojet
Early U.S. jet bomber; predecessor of the B-52. When the U.S. Army Air Forces issued a requirement for a jet bomber in 1944, four manufacturers presented proposals. Boeing’s design for the B-47 won for a number of reasons but especially because it was capable of carrying the outsized nuclear weapons of the day. It took five years of intensive testing to get the airplane ready for service. The range of the B-47 was a limiting factor from the outset. To overcome this deficiency, external fuel tanks and an inflight refueling system were added. The B-47 became the cornerstone of the U.S. nuclear deterrent force until the B-52 came into the inventory. At the peak of its career, 1,365 B-47s were in Strategic Air Command’s (SAC) inventory of 1,650 bombers. These aircraft never dropped a bomb in anger. SAC initially deployed entire B-47 wings around the world to bases that were closer to the Soviet Union. Later, SAC deployed several B-47s from various wings to the forward operating areas in an effort to reduce the strain on the crews and their families. Some authorities believe the B-47 to be the most important multijet engine aircraft in history because it sired the

Boeing line of aircraft that included not only the KC-135 tanker and B-52 bomber but also the 707, 727, 737, 747, 757, 767, and 777 transports.
Alwyn T. Lloyd
References Bowers, Peter M. Boeing Aircraft Since 1916. Annapolis, MD: Naval Institute Press, 1989. Lloyd, Alwyn T. B-47 Stratojet in Detail and Scale. Blue Ridge Summit, PA: Tab Books, 1986.

Boeing B-52 Stratofortress
U.S. strategic bomber in service for a half-century. Boeing won a preliminary design contract over Convair in 1946 to design a new intercontinental strategic bomber. The B-52 first flew on 15 April 1952 and entered an extensive flighttest and service-evaluation program. Although 744 B-52s were built, the maximum number in service was 639 in 1962. The aircraft served in Strategic Air Command as the mainstay of the nuclear deterrent force for more than 30

This photo, taken from the boom operator’s position of a Boeing KC-135, represents a routine event that nonetheless takes tremendous skill: the refueling of a Boeing B-52 bomber. (U.S. Air Force)

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The most important multijet aircraft in history, the Boeing B-47 enabled Boeing to become a dominant factor in both military and commercial aircraft production. (Walter J. Boyne)

Refueling a six-jet Boeing B-47 from a six-engine (four-piston, two-jet) Boeing KC-97 was no easy task, for the tanker had to fly at top speed, sometimes in a descent. As you can tell from the nose-up attitude of the B-47, it is flying as slow as it can and still not stalling. (U.S. Air Force)

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Boeing C-17 Globemaster III

years and continues to be a major asset in the strategic arena. During more than a decade of war in Vietnam, B-52s traded their nuclear mission for a conventional role. B-52Ds were modified under the Big Belly program and were able to carry up to 108 750-pound bombs. During the Christmas bombings over North Vietnam in 1972, B-52s were credited with finally bringing the enemy to the peace table. Of the 33 B-52s lost in Southeast Asia, 15 went down during Operation LINEBACKER II. B-52s dropped the greatest tonnage of iron bombs during the Gulf War; the war opened with seven B-52Gs flying a 35-hour round-trip mission to launch conventional cruise missiles. Originally designed as a high-altitude bomber, the B-52 gradually became a low-level penetrator to avoid enemy radar. At first the B-52s flew at 500 feet, then with improved avionics were capable of flying at 400 knots 200 feet above ground level. Given that the airplane had a 185-foot wingspan, such flight was extremely challenging. The B-52 has the distinction of having served three generations of aircrews. Now down to less than 100 B-52Hs, Air Combat Command expects to operate the aircraft until at least 2020.
Alwyn T. Lloyd
References Boyne, Walter J. Boeing B-52: A Documentary History. Atglen, PA: Schiffer Military/Aviation History, 1994. Lloyd, Alwyn T. A Cold War Legacy: A Tribute to Strategic Air Command, 1946–1992. Missoula, MT: Pictorial Histories, 2000.

less than 1,400 feet, carried a payload of 44,000 pounds to altitude, and landed in less than 1,400 feet. In 1998, eight C-17s completed the longest airdrop mission in history, flying more than 8,000 miles from the United States to Central Asia, dropping troops and equipment after more than 19 hours in the air.
Henry M. Holden
References Veronico, Nicholas A., and Jim Dunn. Giant Cargo Planes. Osceola, WI: MBI, 1999.

Boeing Aircraft
Major U.S. aircraft manufacturer founded by two friends: William E. Boeing, a prominent Seattle lumberman, landowner, and yachtsman; and Commander Conrad Westervelt, who headed the U.S. Navy shipyard in Seattle. They formed an informal partnership in 1914, and within two years their idea grew into the Pacific Aero Products Company. They decided to get into the aircraft business and purchased a Martin seaplane. Trials and tribulations with the Martin airplane gave them insight into how to do things better.Westervelt had given Boeing flying lessons. Between them they designed the company’s first product—the Boeing and Westervelt seaplane. Boeing embarked on building several other seaplanes and started an air mail service between Vancouver, Washington, and Vancouver, British Columbia. Boeing received a post–World War I contract to refurbish de Havilland DH-4 biplanes for the U.S. Army. Subsequent government contracts brought a series of pursuit airplanes for both the Navy and the Army. Several Boeing-designed airmail airplanes were also produced. In 1928 came the Model 80, a 12- or 18-place enclosed trimotor biplane that was employed on the Chicago–San Francisco route. Boeing experimental aircraft led to the Model 247, the first twin-engine all-metal transport. This transport dominated the market until the advent of the Douglas DC-1 and DC-2. During this period Boeing was part of a business empire known as United Aircraft and Transport Corporation, joining Boeing, the airframe designer/manufacturer; Pratt and Whitney, the engine builder; Hamilton Standard, producer of propellers; and a host of airlines, including Boeing Air Transport and United Airlines. This synergistic organization was disbanded as part of the Air Mail Act of 1934, under which the design and manufacturing operations were separated from the airline operations. In a company-funded effort, Boeing entered the U.S. Army Air Corps 1934 multiengine bomber competition with

Boeing (McDonnell Douglas) C-17 Globemaster III
The Boeing (formerly McDonnell Douglas) C-17 “Globemaster III” is the newest U.S. Air Force cargo airplane. It is 174 feet long and has a 170-foot span. It is a fly-by-wire aircraft that can carry payloads of 172,000 pounds at 41,000 feet and an airspeed of 575 mph. There are three crewmembers: pilot, copilot, and loadmaster. The cost-effective flight crew is made possible through the use of an advanced digital avionics system using four cathode-ray tube displays, two fullcapability head-up displays, and advanced cargo systems. The C-17 can take off and land on runways as short as 3,000 feet (914 meters) and as narrow as 90 feet (27.4 meters). Even on such narrow runways, the C-17 can turn around using a three-point star turn and its backing capability. During normal testing, C-17s set 22 world records, including payload to altitude time-to-climb, as well as the short takeoff and landing mark in which the C-17 took off in

Boeing F-15 Eagle

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When the Boeing (McDonnell Douglas) F-15 was being developed, the cry was “Not a pound [of weight] for air to ground” but the F-15 E gained a few pounds and became a stellar ground-assault aircraft. (U.S. Air Force)

a four-engine airplane—the Model 299, forerunner of the famous B-17 Flying Fortress. This heavy bomber set the stage for the company’s reputation in building sturdy, reliable airplanes with performance to match. Later models included the B-29, B-50, B-47, and B-52 bombers and the KC-135 tanker. In addition, Boeing led the way with jet airliners, beginning with the 707 and continuing until today. Boeing’s prowess in space programs and its program management skills were singularly recognized when the company was placed in charge of the overall technical management of NASA’s manned space programs after the fateful oxygen fire aboard one of the Apollo spacecraft in 1967. In a series of mergers during the mid-1990s, Boeing acquired Rockwell Aviation in 1996 and the McDonnell Douglas Corporation in 1997. Incorporated in the state of Delaware, the company has undergone several name changes: Pacific Aero Products Company, Boeing Airplane Company, Boeing Aircraft Company, Boeing Airplane Company, and now the Boeing Company.
Alwyn T. Lloyd
References Bowers, Peter M., Boeing Aircraft Since 1916, London: Putnam; and Annapolis, MD: Naval Institute Press, 1989.

superiority fighter, and the first aircraft made its maiden flight on 27 July 1972. The F-15 quickly demonstrated it was far superior to existing fighters, although that capability was expensive to achieve. Israel ordered F-15A/Bs in addition to receiving some early test models. Slightly improved F-15C/Ds included a small amount of additional fuel and improved electronics. In addition to the United States, Israel and Saudi Arabia ordered the aircraft, and Japan set up its own production line for the substantially similar F-15J/DJ. The F-15 proved to have a substantial air-to-ground capability, and the U.S. Air Force ordered the two-seat F-15E Strike Eagle into production as a replacement for the General Dynamics F-111 Aardvark. The first production F-15E made its maiden flight on 11 December 1986, and Israel and Saudi Arabia have ordered versions designated F-15I and F-15S. The F-15 has seen a great deal of combat for a modern fighter, participating in several skirmishes at the hands of the Israeli Air Force and in Operation DESERT STORM with the air forces of the United States and Saudi Arabia. As of early 2000, the F-15 had scored more than 100 air-to-air kills against no air-to-air losses.
Dennis R. Jenkins
References Jenkins, Dennis R. McDonnell Douglas F-15 Eagle. WarbirdTech Series Volume 9. North Branch, MN: Specialty Press, 1997. ______. McDonnell Douglas F-15 Eagle: Supreme Heavy-Weight Fighter. Leicester, UK: Aerofax/Midland Counties, 1998.

Boeing (McDonnell Douglas) F-15 Eagle
The F-15 was designed as a no-expenses-spared air-

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Boeing F/A-18 Hornet

There is no more demanding work than naval aviation, where the teamwork of air crew and deck crew is absolutely essential. Here Boeing F/A 18 Hornets prepare for a catapult takeoff. (U.S. Navy)

Boeing (McDonnell Douglas) F/A-18 Hornet
The Hornet is unique in that the basic design began as the U.S. Air Force Northrop YF-17 lightweight fighter prototype. After losing the competition to the General Dynamics F-16 Fighting Falcon, Northrop and teammate McDonnell Douglas won a U.S. Navy contract to develop a multirole fighter to supplement the Grumman F-14 Tomcat. The marriage was not always a happy one, and the teammates at one point sued one another over intellectual property rights concerning the marketing of the new aircraft. The F/A-18 (the odd designation stands for fighter/attack) is equally adept at air-to-air missions or air-to-ground missions and proved it could perform both roles during the same mission during Operation DESERT STORM when a Navy Hornet shot down an Iraqi MiG while going on a strike mission.

The initial single-seat F/A-18As and two-seat F/A-18Bs were followed by improved F/A-18C/Ds that had greatly improved electronics. Australia, Canada, Finland, Kuwait, Malaysia, Spain, and Switzerland have all ordered versions of the Hornet.A total of 1,480 were manufactured. In 1992, the U.S. Navy ordered an improved version—the F/A-18E/F. Although superficially similar, this is a much larger aircraft using a completely new airframe and engines. However, at least initially, the avionics are largely carried over from late-model F/A-18C/Ds. The Super Hornet also incorporates stealth technology to reduce its radar crosssection. The F/A-18E/F is expected to remain in production for the foreseeable future and will form the backbone of the U.S. Navy’s air arm as the F-14 and earlier versions of the F/A-18 are retired.
Dennis R. Jenkins

Boeing KC-135 Stratotanker

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The Boeing KC-10 tanker is employed for many specialized refueling jobs, including taking care of the Northrop B-2A. (U.S. Air Force)

See also
DESERT STORM

References Jenkins, Dennis R. F/A-18 Hornet: A Navy Success Story. New York: McGraw-Hill, 2000.

Boeing (McDonnell Douglas) KC-10 Extender
U.S.-manufactured cargo and aerial-refueling aircraft. The KC-10 was the winner of the 1967 Advanced Cargo Tanker Aircraft competition against the McDonnell Douglas DC-10–30CF and the Boeing 747F. A new airplane was needed because the Lockheed C-5 Galaxy and L-1011 TriStar were out of production. On 19 December 1967, the contract was awarded to McDonnell Douglas. The aircraft incorporated a new air-refueling boom that had a higher offload capability than the KC-135. The boom operator was seated on a bench in the rear of the aircraft. In addition, a hose drum unit can reel out a drogue for probeand-drogue refueling.

The capacious cabin allows the aircraft to carry up to 27 standard cargo pallets. Several KC-10s are capable of carrying the War Reserve Spares Kits for an entire fighter wing; the KC-10 can then provide air refueling for the initial leg of a fighter-wing deployment. Coupled with KC-135s to provide en-route refueling for the KC-10s, an entire fighter wing can be deployed to anywhere in the world within 24 hours. A total of 60 KC-10s were delivered to Strategic Air Command between 1981 and 1988.
Alwyn T. Lloyd
References Lloyd, Alwyn T. A Cold War Legacy: A Tribute to Strategic Air Command, 1946–1992. Missoula, MT: Pictorial Histories, 2000. Swanbrough, Gordon, and Peter M. Bowers. United States Military Aircraft Since 1909. Various eds. London: Putnam, 1963, 1981, and 1989.

Boeing KC-135 Stratotanker
U.S.-manufactured aerial-refueling tanker that entered service in the late 1950s. In conjunction with the U.S. Air

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Boeing-Vertol CH-47 Chinook

The most unsung and yet the most indispensable aircraft in the U.S. Air Force is the Boeing KC-135. This is an R model, with uprated engines. (U.S. Air Force)

Force, Boeing began the air-refueling business in earnest with the hose system, installing Air Refuelling Limited’s equipment on B-29s. The system was retrofitted into 92 Superfortresses that were redesignated KB-29Ms; another 74 of the bombers were converted to be receivers and redesignated KB-29MRs. Marginal operational success was achieved. Next, 116 Superfortresses were retrofitted with a Boeingdesigned boom system and redesignated KB-29Ps, affording greater success. Strategic Air Command eagerly supported the boom-type refueling system because it allowed greater offload capability. The next-generation Boeing tanker was the Boeing KC-97 Stratofreighter, utilizing an improved flying boom. Of the 888 C-97s produced, 811 were delivered as KC-97E/F/G tankers. The larger aircraft carried an even greater fuel load than the KB-29s. A direct outgrowth of the Model 367 Stratofreighter was the Model 367–80 prototype, which became the KC-135 Stratotanker. The Boeing identification for this next series of airplanes was Model 717, which was shorter and had a smaller fuselage diameter that the commercial 707 (the KC-135 flew a year earlier than the 707). The KC-135 incorporated further improvements to the boom. Of the 820 C/KC-135s produced by Boeing, 732 were tankers. Boeing build seven series of 135s, but subsequent modifications to

the versatile airframe resulted in more than 40 series that can be identified by prefix and suffix. Originally intended as a means to extend the range of bombers, the KC-135 became equally important to fighters and transports over the years. Beginning with the Vietnam War, no major USAF operation was possible without the extensive use of tankers. Like the B-52, the long-lived KC-135 will be in service for many years to come.
Alwyn T. Lloyd
See also Boeing B-29 Superfortress References Hopkins, Robert S. III. Boeing KC-135 Stratotanker—More Than Just a Tanker: Leicester, UK: Aerofax/Midland Counties, 1997.

Boeing-Vertol CH-47 Chinook
U.S. transport helicopter. Development of the CH-47 (Boeing Model 114/414) began in 1956 to meet a U.S. Army requirement for an all-weather medium transport helicopter. The first of five YCH-47As made its initial hovering flight on 21 September 1961, and more than 1,100 Chinooks have been manufactured in the United States, Japan, and Italy. They

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serve in the U.S. Army, as well as the armed forces of Argentina, Australia, Canada, Egypt, Greece, Iran, Italy, Japan, Libya, Morocco, Netherlands, Singapore, South Korea, Spain, Thailand, and the United Kingdom. The Chinook can be configured to carry up to 33 combat troops or, alternately, for medical evacuation, 24 litters. In 1982, the original CH-47A, B, and C model Chinooks reached their 20-year service life and were remanufactured into CH-47D models. Now, as the D model approaches its 20-year service-life limit, plans are under way to again remanufacture the aircraft and insert a variety of new technology sensors and avionics. Like most all Boeing-Vertol designs, the Chinook uses two counterrotating main rotors instead of the more conventional single main rotor and antitorque tailrotor. Power comes from two 3,750-shp Allied Signal T55-L-712s located above the aft fuselage on each side of the aft pylon. The CH-47D can fly at airspeeds up to 170 knots at a gross weight up to 50,000 pounds, including payloads of up to 26,000 pounds.
Dennis R. Jenkins
References Allen, Patrick. The Helicopter: An Illustrated History of Rotary-Winged Aircraft. Shrewsbury, UK: Airlife, 1996.

Bolling Mission
Shortly after the U.S. declaration of war in World War I, in April 1917, a group under Major Raynal Bolling was dispatched to Europe to study and recommend what types of aircraft should be manufactured in the United States. Bolling was selected to head the mission due to his negotiating skills as a lawyer and his interest in aviation. Visiting Britain, France, and Italy, the group recommended several types for production, but rapid technological advances in Europe and production delays in the United States combined to ensure that most aircraft used by the United States during the war would be purchased abroad. The major exception was the British de Havilland D.H.4, which was manufactured in the United States as the de Havilland DH-4 and which reached the front in August 1918 in time for combat.
James Streckfuss
References Gorrell, Edgar S.“What—No Airplanes?” Journal of Air Law and Commerce 12 (January 1941). Streckfuss, James.“Bolling Mission.” In Anne Cipriano Venzon, ed., The United States in World War I: An Encyclopedia. New York: Garland, 1995.

Boelcke, Oswald (1891–1916)
The father of fighter aviation, Oswald Boelcke started as regular army. Already a pilot when World War I began, Boelcke flew two-seaters until 1915, when he received one of the first Fokker “Eindeckers.” Scoring early, he regularly competed for the leading spot with colleague Max Immelmann. Together they became the first airmen to win the Blue Max, but Immelmann’s death in June 1916 prompted Boelcke’s grounding. He returned to the front later that summer to mentor the pilots of Jasta 2. Running his score to 40, the first pilot to reach that number, Boelcke was killed on 28 October in a collision with one of his pupils, Erwin Boehme, when both swerved to avoid hitting Manfred von Richthofen. Boelcke is remembered as an outstanding teacher and considered by many to be the greatest fighter pilot of all time. His unit was renamed in his honor.
James Streckfuss
References Boelcke, Oswald. An Aviator’s Field Book. New York: National Military, 1917. Franks, Norman L.R., Frank W. Bailey, and Russell Guest. Above the Lines: The Aces and Fighter Units of the German Air Service, Naval Air Service, and Flanders Marine Corps, 1914–1918. London: Grub Street, 1993.

BOLO (1967)

USAF code name for operation to lure North Vietnamese MiG fighters into combat. By December 1966, with Operation ROLLING THUNDER in full swing, Democratic Republic of Vietnam (DRV, i.e., North Vietnam) fighter-interceptors were becoming a major threat. Their tactics had become more aggressive and better coordinated with the introduction of a new ground-controlled interceptor (GCI) system and newer-model MiG-21s armed with Atoll infrared missiles. Even so, President Lyndon B. Johnson would not allow (until April 1967) U.S. aircraft to attack enemy airfields near the Chinese border or in the suburbs of Hanoi for fear of killing civilians or Chinese advisers. The MiGs attacked in a fashion that forced U.S. aircraft to jettison their ordnance to meet the MiGs before reaching their targets. When U.S. planes attempted to engage the enemy, the DRV MiGs would retreat to their airfield sanctuaries. To deal with this situation, Seventh Air Force officials devised a deceptive fighter sweep designated Operation BOLO. Designed to lure the MiGs into combat, the plan focused on the GCI’s inherent inability to fully distinguish which aircraft the U.S. was deploying. The standard Air Force strike package included low-altitude Republic F-105 Thunder-

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chiefs carrying bombs protected by high-altitude McDonnell F-4 Phantoms. In BOLO, F-4s assumed the identity of F-105s, including their electronic countermeasure emissions, attack patterns, and communications patterns. Republic F-105 Wild Weasels also provided suppression of enemy air defense as part of the operation. The 2 January 1967 mission was led by Colonel Robin Olds of the 8th Tactical Fighter Wing (8th TFW). Plans called for simultaneous sweeps to enter the Hanoi target area from the east and west. The 8th TFW, based at Udon Air Base, Thailand, was to come in from Laos, while the 366th TFW, based at Da Nang, would attack from the Gulf of Tonkin. Marginal morning weather delayed the operation until the afternoon, when three flights of F-4s from the 8th TFW reached the target. The first was led by Olds, the second by Lieutenant Colonel Daniel “Chappie” James, and the third by Captain John Stone. After two passes over the Phuc Yen airfield, the MiG-21s attacked, expecting slow F-105s. An intense air battle lasted for 15 minutes, the largest aerial dogfight of the Vietnam War. The 12 F-4s shot down seven MiGs and had two probables. Olds was credited with two kills. The Americans suffered no losses. Although limited in scope by the bad weather, BOLO was the greatest Allied aerial victory of the war. It destroyed nearly half of all the MiG-21s then in the DRV inventory, forcing their leaders to halt MiG operations just as the Americans had hoped. BOLO is generally acknowledged as one of the Air Force’s greatest successes in Vietnam.
William Head
References Bell, Kenneth. 100 Missions North. Washington, DC: Brassey’s, 1993. Berger, Carl, ed. The United States Air Force in Southeast Asia, 1961–1973: An Illustrated Account. Washington, DC: Office of Air Force History, 1984. Boyne, Walter J.“MiG Sweep.” Air Force Magazine 81, 11 (November 1998).

around the center span of San Francisco’s Golden Gate Bridge, General George C. Kenney selected him as one of the first Lockheed P-38 pilots in the Fifth Air Force. On 27 December 1942, Bong scored his first two kills. By 8 January 1943, he was an ace. After Bong topped Eddie Rickenbacker’s legendary total of 26 victories, Kenney pulled the “innocent Norwegian boy” from combat and sent him to gunnery school. In October 1944, Bong resumed Fifth Air Force duty as a noncombatant gunnery instructor. Despite Kenney’s mock orders to fire only in self-defense, Bong downed 12 more Japanese aircraft. Kenney recommended his favorite pilot for the Congressional Medal of Honor in December 1944. Worried about combat fatigue, Kenney ordered Bong back to the United States for a hero’s welcome. Upon his return, Bong served as a test pilot for Lockheed’s new P-80 jet aircraft. In this capacity, Bong died on 6 August 1945 in a crash, just hours after the dropping of the first atomic bomb. General Kenney’s appreciation for Bong’s skill, tenacity, and public relations value was shown by the Fifth Air Force commander’s memoirs, General Kenney Reports, and Kenney’s book Dick Bong: Ace of Aces. Many regarded Dick Bong as a link to the famed fighter aces of World War I, restoring a heroic human dimension to increasingly industrialized mass war.
John Farquahar
References DuPre, Flint O. U.S. Air Force Biographical Dictionary. New York: Franklin Watts, 1965. Gurney, Gene, and Mark P. Friedlander Jr., eds. Five Down and Glory: A History of the American Air Ace. New York: Arno Press, 1972. Kenney, George C. General Kenney Reports: A Personal History of the Pacific War. Reprint. Washington, DC: Office of Air Force History, 1987.

Boulton Paul Aircraft
British aircraft manufacturer. Originally Boulton and Paul, the Norwich, England–based company had long specialized in structural engineering in both wood and steel, getting into aviation as a subcontractor during World War I. Reorganized in 1934, the company moved to Wolverhampton to build the P.82 Defiant turret-equipped fighter that first flew in 1937. A low-wing, all-metal aircraft, its performance was severely limited by the size and weight of the power-turret machine gun installation. Still, more than 1,000 were built, with deliveries to active squadrons beginning in late 1939. Initially successful against Luftwaffe fighters, the plane soon lost its value when attacked from the front or beneath, where it was largely defenseless. The Defi-

Bong, Richard I. (1920–1945)
America’s all-time leading fighter ace with 40 aerial victories over the Southwest Pacific during World War II; achieved the rank of major. A Poplar, Wisconsin, native born in 1920, Bong proved an unlikely hero. Once described as a “babyfaced cherub,” he enlisted as an aviation cadet in 1941 and graduated in January 1942. After assignments as an instructor pilot at Luke Field, Arizona, and Hamilton Field, California, where Bong faced court-martial for “looping the loop”

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ant turned to the night-fighter role with some success, then finally to the air-sea rescue and target tug roles. The P.108 Balliol advanced trainer flew in 1947 as the world’s first single-engine turboprop aircraft. Subsequent models were equipped with Merlin piston engines; about 160 were built. The P.111 (1950) and P.120 (1952) were both delta-wing experimental jets. The company later specialized in powered flight controls for large military and civil aircraft, including fly-by-wire systems. Boulton Paul was acquired by Dowty in 1969.
Christopher H. Sterling
References Boulton Paul Aircraft. Charleston, SC: Arcadia, 1999. Swanborough, F. G.“Forty Years of Boulton Paul.” The Aeroplane (8 July 1955): 54–62.

ment Center. In July 1955, Boyd’s final Air Force assignment was deputy commander for weapons systems at Headquarters, Air Research and Development Command. When he retired in 1957, General Boyd had logged more than 23,000 hours in 723 aircraft variants. He died in St. Augustine, Florida, in 1976.
Frederick A. Johnsen

Boyington, Gregory “Pappy” (1912–1988)
U.S. Marine Corps colonel; World War II fighter ace. Born in Coeur d’Alene, Idaho, on 4 December 1912, Gregory “Pappy” Boyington is perhaps the most famous U.S. aviator of World War II. In 1930, Boyington entered the University of Washington, where he earned a degree in aeronautical engineering. After a brief stint as a draftsman at Boeing in 1935, he joined the Marine Corps to fly military aircraft. By 1941, he had built a reputation as a highly skilled, if somewhat undisciplined, fighter pilot and was serving as a Marine flight instructor in Florida. Only months before the Japanese raid on Pearl Harbor, Boyington resigned his commission to join the newly formed American Volunteer Group (the Flying Tigers), a small provisional air force organized to defend China from Japan. Boyington shot down several Japanese aircraft before quitting the group in 1942. Soon after, he rejoined the Marine Corps but did not see combat until later in 1943 when he assembled the makeshift Fighter Squadron 214. Known to history as the Black Sheep Squadron, it proved to be one of the most effective air combat units in the South Pacific, with Boyington alone destroying 22 Japanese planes. However, in January 1944 he was himself shot down and forced to endure 20 harrowing months in Japanese prison camps. Upon his release, he received the Medal of Honor and the Navy Cross; he retired from active duty in 1947 with the rank of colonel. “Turbulent” is the word that best describes Boyington’s life after his military service. He married and divorced twice, moved from job to job, and battled debt and alcohol problems. A significant high point arrived in 1958 when he published his memoir, Baa Baa Black Sheep. An instant bestseller, the autobiography is still in print after more than four decades. Moreover, in the 1970s Boyington sold the book’s movie rights and became a technical adviser to the shortlived, and much embellished, television series about his experience with the Black Sheep Squadron. Boyington died in California on 11 January 1988 and was buried in Arlington National Cemetery.
Jeffrey J. Matthews

Boyd, Albert (1906–1976)
As USAF major general, considered the father of modern USAF flight-testing; dramatically expanded the role of USAF test pilots. Albert Boyd was born in Rankin, Tennessee, in 1906. For six years beginning in 1929, he was an Army flight instructor. Schooling in aircraft maintenance and engineering prompted assignments at Chanute Field, Illinois, in 1935 and the Hawaii Air Depot during World War II until his promotion to full colonel, and reassignment to Patterson Field, Ohio, in February 1943. Boyd became deputy commander for the Eighth Air Force Service Command in Europe in July 1944. With Allied victory, he became chief of the Army Air Forces Flight Test Division at Wright Field, Ohio, in October 1945. Boyd understood that postwar flight-testing must exploit enhanced equipment and top-notch pilots to properly evaluate new aircraft that pushed aeronautical frontiers at an increasing tempo. He interjected Air Force test pilots more squarely into the flight-test process than they previously had been. Up to that time, Air Force pilots were used to validate the findings of company test pilots and the research pilots of the National Advisory Committee for Aeronautics. In the postwar 1940s, Colonel Boyd placed handpicked Air Force test pilots in the cockpits of major projects, including the supersonic Bell X-1. On 19 June 1947, Boyd set an absolute speed record of 623.608 mph in a modified Lockheed P-80R jet over Muroc (later Edwards) Air Force Base. By February 1952, after commanding Edwards, Boyd was appointed vice commander, and later commander, of the Wright Aeronautical Develop-

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Braun, Wernher von

See also American Volunteer Group; Chennault, Claire L.; U.S. Marine Corps Aviation References Boyington, Gregory. Baa Baa Black Sheep. New York: Bantam Books, 1990 [1958]. Ford, Daniel. Flying Tigers: Claire Chennault and the American Volunteer Group. Washington, DC: Smithsonian Institution Press, 1991.

Brazil, Air Operations in World War II
In 1941, as airpower’s importance was displayed in the European war, Brazil’s army and navy air units were combined into the Brazilian Air Force. Meanwhile, the government steadily aligned itself with the Allies, despite large German, Italian, and Japanese immigrant populations. This led to hundreds of aircraft being provided by the United States via Lend-Lease. Initially, Fairchild PT-19 and Vultee BT-15 trainers were of the most importance. But later, fighters and other combat aircraft were provided. Brazil’s geographical position gave it a special importance. The so-called Brazilian Bulge—the northeast region of the country—faced West Africa across the South Atlantic. This was a crucial supply route to the Middle East and the Soviet Union. Money from Washington constructed land bases in northern Brazil, where mostly seaplanes had flown previously. Submarine warfare became intense in 1942. Torpedoed ships pushed Brazil to declare war on Germany and Italy in August, after months of increasing conflict. U.S. antisubmarine patrols from Brazil were increasingly supplemented and finally replaced by the Brazilian Air Force. U-199 was sunk by a Brazilian Consolidated PBY flying boat in July 1943, after initial damage by a U.S. Martin PBM Mariner. Brazilian Lockheed Venturas patrolled by mid-1944. Meanwhile, the Brazilian Air Force was training in the United States on Curtiss P-40s before switching to Republic P-47 Thunderbolts. The 1st Fighter Unit was trained in bomber escort, but duties in Italy from 31 October 1944 focused on attacking ground targets with 500-pound bombs. On 22 April 1945, the peak day, it flew 11 missions involving 44 flights (with 22 pilots). The unit destroyed 97 motorized and 35 animal-drawn vehicles, 14 buildings, several bridges, three artillery positions, and more. Brazil participated in World War II more than any other Latin American nation. Its strategic location produced early involvement. Ultimately, the Brazilian Expeditionary Force provided ground troops in Italy (1944–1945), supported by Brazilian Piper Cub L-4 spotter aircraft. The Brazilian Air Force achieved impressive statistics in destroying German army targets. Brazilian airpower developed greatly during the war years. Five pilots were killed by antiaircraft fire and three more in accidents during just over six months of operations. Despite the losses, Brazilian airpower was much enhanced by the war-time experience. Even though governments after 1945 were less focused on aviation than was President Getulio Vargas (in power from 1930 to 1945), Brazil had an improved infrastructure and an experienced group of airmen. This experience paved the way for the

Braun, Wernher von (1912–1977)
A powerful influence on the fledgling U.S. space program. Wernher von Braun was inspired by Hermann Oberth’s writings, which attracted him to one of Germany’s many amateur rocket clubs. Impressed by von Braun’s enthusiastic knowledge, Walter Dornberger, an artillery officer, asked the young engineer to help establish a national rocket program. In 1937, von Braun’s team moved to Peenemünde on the Baltic Sea, where it created the first modern rocket, the A-4 (V-2). Two years after its first launch on 3 October 1942, the V-2 began attacks on Europe. In 1945, the Gestapo arrested von Braun for talking about future spacecraft but released him. Following his release and realizing that the war was lost, von Braun gathered 127 scientists and departed Peenemünde to search for the U.S.Army. The Americans captured von Braun and sent him and his team under Operation PAPERCLIP to launch captured V-2s for the new U.S. rocket program in White Sands, New Mexico. In 1950, von Braun’s group moved to Huntsville, Alabama, to work in the U.S.Army’s Redstone missile plant and designed the medium-range missiles Redstone, Jupiter, and Jupiter-C. After a U.S. satellite launch attempt failed, von Braun’s team used a Jupiter-C to launch America’s first satellite, Explorer 1, on 31 January 1958. In 1960, the National Aeronautics and Space Administration (NASA) took over the Redstone plant and von Braun’s group that subsequently led the Apollo program. To support Apollo the von Braun team designed, tested, and flew the Saturn I, Saturn I-B, and the largest spacecraft ever built, the 364-foot Saturn V. The Saturn V launched 27 men to the moon and allowed 12 Americans to walk on its surface.After Apollo, von Braun worked for NASA HQ and then transferred to Fairchild Industries until his untimely death from cancer in 1977.
John F. Graham
References Ordway, Frederick I. III, and Ernst Stuhlinger. Wernher von Braun— Crusader for Space: A Biographical Memoirs. Malabar, FL: Krieger, 1994.

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growth of aviation in Brazil, which today has a thriving indigenous aircraft industry.
Gary Kuhn

Brazilian Aircraft Industry
The Brazilian firm Embraer (Empresa Brasileira de Aeronautica) has become a significant aircraft manufacturer internationally. It is a leading exporter of regional jetliners (earlier turboprop), and its rivalry with Canada’s Bombardier firm parallels the Airbus-versus-Boeing struggle to sell larger airliners. Meanwhile, Embraer continues to produce military aircraft suited to national needs, also with some export success. It is a successful culmination of efforts by Brazilian governments to establish an indigenous aviation industry. In the 1920s, Rio de Janeiro shipbuilder Henrique Lage and army officer A. G. Muniz began efforts to design and build aircraft. Subsequently, a few HL and Muniz light aircraft were produced. After 1930, the government of President Getulio Vargas was particularly interested in aviation, given Brazil’s size, limited infrastructure, and need for development. The naval factory at Galeao, in Rio de Janeiro, became the government’s factory. Airpower came into sharper focus as World War II approached. Galeao constructed 40 Focke-Wulf Fw 44 trainers, 26 twin-engine Focke-Wulf Fw 58s, and 220 Fairchild PT-19 trainers. As foreign sources of aircraft shifted to war production, Brazilian factories tried to fill the void.A plan to produce the North American T-6 Texan, the most complex aircraft yet attempted, suffered many delays, although 81 were ultimately built locally. The industrial state of São Paulo began to eclipse Rio as the government launched the National Campaign of Aviation, which would provide planes to aero clubs. The great success of the 1940s was the CAP-4 Paulistinha (the name indicating its São Paulo origin). This Piper Cub look-alike reached one-a-day production by 1943, with nearly 800 built during the decade. A few years later, another 300 updated Neiva P.56 Paulistinhas would be constructed. These aircraft flew for many years in Brazil. São Jose dos Campos, in São Paulo state, emerged in the 1960s as Brazil’s center for airpower. The air force–funded Centro Tecnico Aerospacial (CTA) conducted research. Two factories constructed all-metal military trainers. These plants would become Embraer and its Neiva subsidiary (for light civil aircraft production). The breakthrough airplane, begun at CTA and built at Embraer, was

the EMB-110 Bandeirante, a twin-engine turboprop airliner for regional airline use. Meanwhile, the celebrated Ozires Silva began his managerial career as the company began to expand. In addition to many air force and national feeder-liner Bandeirantes, export sales were good. Also in the small airliner niche was the subsequent EMB-120 Brasilia. Eventually, the regional jets EMB-145 and EMB-135 would be developed. Military types of moderate sophistication also succeeded. The Tucano turboprop trainer/light attack creation of the 1980s was adopted locally and abroad. Collaboration with Aermacchi led to the MB-326 (AT-26 in Brazil) fighter-bomber in the 1970s. The AMX’s further development in the 1990s saw Italian versions employed with success in the Balkans. Brazil’s aircraft industry was shaped by the government to focus on national needs. A variety of touring and agricultural aircraft is produced for the domestic market; airliner exports improve the trade balance; and the majority of military aircraft are nationally produced. The latest projection of Brazilian airpower is Embraer’s manufacture of airplanes dedicated to electronic detection and combat patrol of the vast Amazon region.
Gary Kuhn

Breda Aircraft
Founded in 1886 in Italy by Ernesto Breda (1852–1918) as a locomotive factory. The firm formed a dedicated aircraft unit (Section 5) in 1917 upon receiving an order for 600 Caproni Ca.5 bombers. Breda completed only two aircraft before the Armistice but thereafter remained involved in aviation, starting a flying school on the airfield adjacent to its Sesto San Giovanni works. For the next 15 years, Breda concentrated on touring monoplanes and biplane trainers (including the Ba.19 used by the first Italian acrobatic teams and the Ba.25 standard trainer), occasionally experimenting with multiengine bombers like the CC.20 and Ba.32. In 1935, Breda acquired Officine Ferroviarie Meridionali and Industrie Aeronautiche Romeo, both located in Naples, and merged them into Industrie Meccaniche e Aeronautiche Meridionali (IMAM, later IMM). Its main products were the Ro.37 army cooperation two-seater (1934), Ro.43 observation floatplane (1936), and Ro.41 advanced trainer (1934). Turning to all-metal technology, Breda introduced the Ba.64 and Ba.65 attack monoplanes (1935) and the Ba.88 twin-engine heavy fighter (1936). None met expectations, forcing Breda to build Macchi C.200 and C.202 fighters under license. To overcome this crisis, in 1942 Breda engaged

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Filippo Zappata (1894–1994) and prepared to produce the Cant Z.1018 twin-engine bomber and its BZ.301–304 derivatives, but on 30 April 1944 the factory was virtually wiped out by U.S. bombers. The postwar BZ.308 four-engine airliner (1948) and the BP.471 general-purpose twin (1950) were technically successful, but the lack of orders forced Breda to close Section 5. Already in a deep financial crisis, in 1952 Breda sold IMM to the state (it became known as Aerfer and would eventually merge into Aeritalia) but was itself taken over by the state conglomerate EFIM in 1962. It briefly returned to aviation in 1971, producing Hughes Model 500 helicopters through the BredaNardi joint venture, soon absorbed by Agusta.
Gregory Alegi
See also Aermacchi; Cant Aircraft; Italian Aircraft Development References Castronovo, Valerio, ed. La Breda 1886–1986: dalla Società Italiana Ernesto Breda alla Finanziaria Ernesto Breda. Milan, Italy: Pizzi, 1986. Garello, Giancarlo. Breda Ba. 65. Turin, Italy: La Bancarella Aeronautica, 1999.

Between the two world wars Breguet blossomed, building airliners, bombers, and flying boats, most of which were strikingly unattractive aesthetically. Breguet adopted a more modern, streamlined formula in its most successful series of aircraft, which began with the Bre.690 and entered production as the Bre.693. The Bre.693 served France during the German invasion in May and June 1940, suffering heavy losses. Breguet was impressed by the Germans to build aircraft for the Luftwaffe during the occupation of France. After the war it built the large and rather rotund Breguet 761 in small numbers. Its principal postwar success came with the Breguet 1050 “Alize,” a turboprop attack plane that served with the French navy for many years, and the Atlantic patrol aircraft. The French government passed control of the company to Dassault in 1971, forming Avions Marcel Dassault/ Breguet Aviation. Corporate identity was finally lost in 1990, when the name was changed to Dassault Aviation.
Walter J. Boyne
See also Dassault, Marcel References Donald, David, gen. ed. The Complete Encyclopedia of World Aircraft. New York: Barnes and Noble, 1997. Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Sparkford, UK: Patrick Stephens, 1993.

Breguet Aircraft
Louis and Jacques Breguet, scions of the famous clock- and watch-making family, were interested in aviation at an early age. On 19 September 1907, they, in cooperation with Professor Charles Richet, created the first helicopter capable of lifting a man. A second model, the Breguet-Richet II, followed, but stability problems proved to be intractable and further development was abandoned. Always innovative, the first Breguet aircraft flew in 1909 and featured the use of structural steel tubing. The Société des Avions Louis Breguet was formed in 1911 and continued to operate until 1971. The Breguet 14 was one of the most successful aircraft of World War I and became the foundation for many later Breguet aircraft. The Breguet 14 was operated as both reconnaissance plane and bomber, and some 5,300 were built during the war. They were used in several theaters and, after the conflict, were widely exported to a dozen air forces around the world. Powered by a 300-hp Renault engine, the Model 14 had a top speed of 114 mph and could carry 88 pounds of bombs. The next great Breguet success was the Model 19, which was also extensively exported and became engaged in many minor conflicts around the globe, with 3,280 being built. Specially modified versions were used to set many long-distance records.

Bristol Aircraft (Early Years, World War I)
British and Colonial Aircraft Company Ltd. was well established prior to World War I, having produced a series of monoplanes and biplanes for sporting purposes. The most notable was the Boxkite and a sleek little biplane just appearing on the scene in the summer of 1914, the Scout. In the next year, the Bristol Scout became one of the aircraft that had to deal with the Fokker monoplane. The problem was how to mount a machine gun given the lack of a British interrupter gear, which permitted firing through the propeller arc. One innovative solution mounted a Lewis gun at a 45-degree angle, the butt end being at the cockpit so the ammunition drum could be changed, the muzzle just clearing the spinning propeller. Effective use of a gun affixed in this manner required the greatest skill. One such gifted pilot was Captain Lanoe George Hawker, the first British ace of the war. In the course of a single patrol in a Bristol Scout with an oblique-mounted Lewis, Hawker brought down three German aircraft, the first triple victory of the war. For this singular feat he received the highest British decoration, the Victoria Cross.

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Bristol also produced an outstanding monoplane fighter, the M.1, which fell victim to a ban on monoplanes imposed following a few structural failures prior to the war. But it was the F.2, the famous Bristol Fighter, that etched the name of the company in historical stone. The Bristol Fighter (“Biff ” or “Brisfit”) was originally conceived as a two-seat general reconnaissance aircraft intended to replace the aging Royal Aircraft Factory BE.2 observer. By the time it appeared, however, it was realized that its compact size (from a distance it had the appearance of a large singleseater), good turn of speed and handling characteristics, and respectable firepower would be better utilized in fighter duties. Crews had some initial difficulties adjusting their thinking to this changed role and continued, for a time, to fly the Bristol as a conventional two-seater. Appearing at the front in April 1917 in No. 48 Squadron, the Bristol initially garnered unfavorable reviews. This stemmed from a disastrous encounter between No. 48 Squadron and Jasta 11. The inexperienced British crew, led by William Leefe Robinson, who had received the Victoria Cross for shooting down the airship SL11 the previous year, did not appreciate the Bristol’s ability as a fighter. Instead of attacking with the front gun, they adopted the traditional tactic of trying to position the rear gunner for a shot. The crack pilots of Jasta 11, led by Manfred von Richthofen, punished them, bringing down four of the six. Despite this failure, the Bristol went on to great success, developing a reputation as the best British two-seater of the war. It continued in RAF service, though in sometimes highly altered form, well into the 1930s.
James Streckfuss
References Bruce, J. M. British Aeroplanes, 1914–1918. London: Putnam, 1957.

was adapted to many roles, including close air support, night-fighting, and antishipping strikes. After World War II, Bristol built the huge Brabazon, a 230foot-wingspan giant that was perhaps ahead of its time; only two were built. This was followed by the prosaic Freighter, a twin-engine, fixed-gear passenger/cargo plane. About 214 were built, and they served ably around the world for many years. Bristol’s final success was the beautiful four-engine Britannia, which served well as an airliner in several countries. Modified, it was successful both as a swing-tail freighter and as an ASW aircraft. Bristol also developed a helicopter business, using Raoul Hafner’s designs initially, but these were built in relatively small numbers. Bristol was absorbed into the British Aircraft Corporation in February 1960; Bristol Aero-Engines became first part of Bristol-Siddeley Engines and then was absorbed by Rolls-Royce.
Walter J. Boyne
References Barnes, C. H. Bristol Aircraft Since 1910. London: Putnam, 1964.

Bristol Beaufighter
Because of a lack of night-fighting capability of the British Royal Air Force in 1938, a private venture of the Bristol Aeroplane Company developed and delivered the world’s first true night-fighter to combine all the equipment necessary—radio, radar, armament, and performance—in only eight months, the Beaufighter. The “Beau” was developed from the Beaufort general reconnaissance and torpedo-bomber, using its major components, including wings, tail assembly, and undercarriage. Only the main fuselage and the engine mountings were entirely new components. The first prototype with the normal crew size of two, a pilot and gunner, flew on 17 July 1939. A pair of Hercules 1,500-hp radial engines powered the aircraft, which was armed with a battery of four 20mm Hispano cannons in the fuselage nose, six 0.303-inch machine guns in the wings, and one 0.303-inch Vickers K or Browning gun in the dorsal position. In later versions, one 18-inch torpedo, mounted externally under the fuselage, or eight rocket projectiles could be carried as alternative to wing guns. By 21 September 1945, a total of 5,562 aircraft had been produced in the United Kingdom, having been flown by the air forces of Great Britain, Australia, New Zealand, and the United States. From Europe to the Middle East and the Far East, all Beaufighters served with distinction, earning the title

Bristol Aircraft (Post–World War I)
The British firm Bristol developed a strong line of aircraft engines after World War I that were used as the preferred type in its aircraft designs. Blessed by good management and such excellent leaders as Roy Fedden, Frank Barnwell, and Stanley Uwins, Bristol built a series of aircraft during the interwar years, the most important of which were the Bulldog fighter and the Blenheim bomber. The Bulldog was a fixed-gear, open-cockpit biplane typical of the period, and the Blenheim was a modern twin-engine aircraft with retractable landing gear and enclosed cockpit. Although not terribly successful as a bomber, the Blenheim served ably as a night-fighter and antisubmarine warfare (ASW) aircraft. Two developments of the Blenheim line, the Beaufort and the Beaufighter, were far more successful. The Beaufighter

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Bristol, Delbert L.
References Bergerson, Frederic A. The Army Gets an Air Force: Tactics of Insurgent Bureaucratic Politics. Baltimore: Johns Hopkins University Press, 1980. Raines, Edgar F. Jr. Eyes of Artillery: The Origins of Modern U.S. Army Aviation in World War II. Army Historical Series. Washington, DC: Center of Military History, Department of the Army, 2000.

“Whispering Death”from Japanese pilots, a remark referring to the speed at which one could suddenly appear with little or no warning.
Guy T. Noffsinger Jr.
References Bingham, Victor. Bristol Beaufighter. Shrewsbury, UK: Airlife, 1995.

Bristol, Delbert L. (1918–1980)
Colonel in the U.S. service. Born in Kansas City, Missouri, Bristol enlisted as a private in the Missouri National Guard in 1936. In 1939, he received a direct commission as a second lieutenant in the Field Artillery Reserve. Called to active duty early in 1941, he served at Fort Sill, Oklahoma, where 1st Lieutenant Robert R. Williams convinced him to obtain his civilian pilot’s license. When Lieutenant Colonel William W. Ford organized a detachment to test the concept of organic air in the Field Artillery, he chose Bristol to be his adjutant. Following the creation of the Field Artillery aviation program, Bristol accompanied the first serial of pilots and mechanics dispatched to the United Kingdom. When they were diverted to Northern Ireland as infantry replacements, Bristol talked his way into II Corps HQ in London and convinced the corps staff to rectify this error. He subsequently became the artillery air officer on the staff of the chief of artillery II Corps in North Africa and revitalized the program when it faced early termination. Subsequently appointed artillery air officer of the U.S. First Army, he developed plans to move liaison aircraft to the continent during the Normandy invasion and, during the Battle of the Bulge, personally vectored U.S. Army Air Forces fighter-bombers onto German armored columns. In the 1940s and 1950s, he operated effectively behind the scenes to enlarge the scope and mission of U.S. Army aviation. He held assignments of increasing importance, culminating as acting director of Army Aviation in 1966. He publicly opposed the Johnson-McConnell Agreement, which transferred the Army’s largest fixed-wing air transports to the Air Force and as a result was banished to Aviation Systems Command in St. Louis, Missouri. He retired in 1971. Bristol was perhaps the key officer in keeping the Field Artillery aviation program viable during its initial shakedown in combat during World War II. He continued to be very influential after the conflict.Always a strong advocate of fixed-wing aircraft, he effectively precluded any chance of his further promotion by standing on principal.
Edgar F. Raines Jr.

Britain, Battle of (1940)
In June 1940, Adolf Hitler stood at a pinnacle of success. France lay vanquished and the British had been driven from the continent. Leading a war machine organized and equipped for swift victories in short conflicts, Hitler hoped Great Britain would quickly come to terms. When the British, inspired by Prime Minister Winston Churchill, refused to yield, Nazi Germany was compelled to improvise an invasion effort across the English Channel. The success of such a venture demanded control of the air over southeastern England. Thus the stage was set for a decisive air battle between the Luftwaffe and the Royal Air Force. The Luftwaffe was a tactical air force dedicated to attacking enemy rail centers, roadways, and air bases, clearing the path for Germany’s fast-moving armored forces. The crews of the Junkers Ju 87B “Stuka” single-engine dive-bomber were the elite of the Luftwaffe. Although an accurate bomber, the Stuka proved easy prey for enemy fighters. The Heinkel 111H, Dornier 17Z, and Junkers 88A twin-engine bombers were rugged but slow and also deficient in defensive armament. In the Messerschmitt Bf 109E the Luftwaffe fielded an excellent single-engine fighter. It was well-armed, fast, and could outclimb and outdive its English adversaries. But visibility from the cockpit was poor, and its operating range was limited. The Germans possessed a long-range fighter, the twinengine Messerschmitt Bf 110C. It was fast, heavily armed, and handled well but could not match the acceleration and maneuverability of its RAF opponents. Despite German shortcomings, the head of the Luftwaffe, Hermann Goering, was determined to win a decisive victory through bombing alone. Goering shared the widely held belief at that time that the bomber would always get through, that is, bomber forces would penetrate the enemy’s defenses. In serviceable aircraft the Germans amassed 998 twinengine bombers, 248 Stukas, 805 Bf 109 fighters, and 224 Bf 110 machines. However, Britain in the late 1930s had developed the first defensive system against air attack incorporating the new

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radio direction and ranging detection system (radar). Contrary to dominant thinking, Thomas Inskip, minister for the coordination of British defense, in 1937 argued that radar and fast monoplane fighters offered effective defense against bombers. Noting that Germany clearly wanted quick triumphs, Inskip asserted that the British did not need to decisively defeat Germany but rather resist German attack and survive. Britain could thus force Germany into a long war for which the Nazi regime was not prepared. Air Marshal Hugh Dowding, as the Air Council member for Research and Development, worked closely with the scientist Robert Watson Watt in the practical application of radar for defensive purposes. Beginning in 1936 Dowding, as commander of RAF Fighter Command, developed the integrated air defense system vital to England’s survival. When approaching enemy aircraft were detected by the radar towers along the coast, their flight path over land was tracked by the Ground Observer Corps, a force of indispensable volunteers. These reports were phoned to Fighter Command headquarters and evaluated. Information so assessed was sent on to the Sector Operations centers threatened. The sector controller ordered squadrons into the air and guided them into action by radio. At all levels, the plotting tables showing the positions of warplanes were operated by the Women’s Auxiliary Air Force. On 9 August 1940, fighters available for combat in Fighter Command included 568 Hawker Hurricanes and 328 Supermarine Spitfires. Although the Hurricane 1 could not match the performance of the Bf 109E, it was easy to fly, could absorb much damage, and was quick to repair. The Spitfire was based upon an advanced elliptical wing design by Reginald Mitchell that featured maximum area, low wing loading, great strength, and as thin an airfoil as possible. The Spitfire proved a good match against the Bf 109E. Visibility in the Spitfire was excellent. Both fighters were armed with eight .303-caliber machine guns and featured armor protection for the pilot and a bulletproof windscreen. Both British fighters benefited from 100-octane fuel. German aircraft used synthetic gasoline of 87–89 octane. Use of 100-octane fuel in the English Merlin engines raised horsepower from 1,030 to 1,310 (the Daimler Benz engine in the Bf 109E was rated at 1,175 hp). Consequently, the Hurricane was able to hold its own and the Spitfire gained an edge. Tactically, the English began with a tight vee of three fighters, an unwieldy and obsolete formation. As the battle progressed, the British emulated the flexible German formation of two fighters—leader and wing man—developed in the course of the Spanish civil war. Southeastern England, including London, was the main arena of the Battle of Britain. This was the area closest to the continent and within the 90-minute endurance of the 109E.

Fighter Command’s No. 11 Group bore the brunt of the fighting, aided by No. 12 Group adjacent to the north. From 10 July to 11 August, Britons suffered German attacks on Channel convoys and fighter sweeps over southeastern England. Dowding limited the RAF response to such provocations. In August, the Germans unleashed an all-out assault on radar installations and air bases. Such raids began 12 August and were accompanied by nighttime bomber attacks on 13 August, utilizing electronic guidance beams, and falling upon Liverpool, Birmingham, Aberdeen, and Belfast. On 15 August, daylight blows fell upon England from occupied Norway and Denmark, but these German bombers and their Bf 110 escorts were intercepted by No. 13 Group, which inflicted nearly 20 percent losses on the attackers. “Black Thursday,” as the Germans termed it, proved that daylight bombing could only be undertaken with Bf 109E fighter escort. On August 19, Goering withdrew the Stuka dive-bombers from the battle. Some Bf 110 units were disbanded, and in less than three weeks 40 percent of their strength had been lost. However, German attacks on air bases intensified from 29 August through 6 September. Airbases in No. 11 Group were repeatedly hit. From past campaigns, German bomber crews were experienced in low-level operations against airfields. Dowding did not dare withdraw from southeastern England. Such a move would open the door to invasion. Flying from English airstrips would be a great advantage for 109Es. A high level of fighter production ensured warplane replacements for Fighter Command. But Dowding lost 25 percent of his pilots in a two-week period. Some new replacements had only 10 hours’ flight time in a fighter. By early September, six out of seven sector airbases and stations were severely damaged. But time was running out for the Germans as well. The date for invading the British mainland had been repeatedly postponed. Now the storms of autumn loomed. Convinced that Fighter Command had been largely destroyed, the Germans sought to bring the remaining English fighters to battle and eliminate them quickly. An attack on London would surely bring those fighters into action. On 7 September, 900 warplanes set forth to bomb London. The Germans were elated when mass raids by day and night churned London into a sea of flames. With London as the target, however, Fighter Command could rebuild its airbases, and pilots gained much-needed relief from constant pressure. Replacements could be given essential training. During another massive daylight attack on 15 September, Dowding committed 300 British fighters into battle. The Germans had been repeatedly assured that only 50 English fighters remained. German elation now turned to bitter disillusionment. On 17 September Hitler postponed invasion

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plans indefinitely. A long ordeal, nighttime bombing, and later V-1 and V-2 attacks lay ahead for London and other English cities. But the threat of Nazi invasion never materialized again. The myth of German invincibility had been shattered. Germany would be compelled to wage a long war. Britain would become the base where immense Allied forces would be amassed, the springboard from which Europe would be liberated and Nazi Germany defeated.
Sherwood S. Cordier
See also Beaverbrook, Lord; Dowding, Hugh C.T.; Goering, Hermann; Radar; Royal Flying Corps/Royal Naval Air Service/Royal Air Force References Bickers, Richard Townshend, et al. The Battle of Britain. New York: Prentice-Hall, 1990. Deighton, Len. Fighter. New York: Alfred A. Knopf, 1977. Wood, Derek, with Derek Dempster. Rev. ed. The Narrow Margin. London: Arrow Books, 1969.

British Aerospace
The culmination of a series of aviation-industry mergers after the Aircraft and Shipbuilding Industries Act was passed in 1977 by the British government. Thus, on 29 April 1977 the British Aircraft Corporation, Hawker-Siddeley Aviation, Hawker-Siddeley Dynamics, and Scottish Aviation combined under one banner: British Aerospace (now BAe Systems). The new organization inherited factories and installations at Brough, Chester, Filton, Kingston, Hatfield, Preston, Warton, Weybridge, and Woodford. Partial privatization of the conglomerate saw the final disappearance of the individual company identities; thereafter all products were identified by their new owner’s name. Complete privatization followed in May 1985. One of the consequences of this was a rationalization of the company’s facilities; the Weybridge, Kingston, and Hatfield factories were closed and their products transferred elsewhere. Aircraft produced or supported by British Aerospace include the Harrier, Hawk, Nimrod (now being rebuilt to the MRA.4 standard), Tornado, and the Eurofighter Tornado.
Kev Darling

British Aerospace Harrier
The only vertical/short takeoff and landing aircraft to enter regular squadron service in any numbers. The Harrier be-

gan life as a development of the earlier P.1127 and Kestrel experimental and development aircraft. Developed by the original parent company, HawkerSiddeley, the Kestrel evolved into the Harrier, which was intended for use in the strike, attack, and reconnaissance role close to the front line of battle. To enable the aircraft to function effectively, full use is made of its V/STOL capability, which allows battlefield commanders almost instant access to air support. It was on this premise that the first Harrier GR.1 aircraft were delivered to RAF No. 1 Squadron in December 1967, the first production version having made its maiden flight the previous August. A total of 131 Harriers were finally delivered, including 90 GR.1/As plus 17 trainer versions; 24 advanced GR.3s incorporated a laser-ranging and markedtarget seeker in the nose, among other improvements. The surviving Harrier GR.1s were also converted to this standard. It was this adaptability that first brought the Harrier in its earlier GR.1 form to the attention of the United States Marine Corps. Designated the AV-8A, the USMC aircraft underwent very few changes to suit it for Marine service. Another version of the first-generation Harrier was built: the Sea Harrier developed for the Royal Navy. To enable the aircraft to perform its duties more efficiently, the nose was redesigned to accommodate the pilot in a higher seating position. This allowed fitting of a nose radar suited for the role of fleet defense. Both British versions of the Harriers took part in the Falkland Islands War. The former attacked ground targets prior to and after the landings while the navy jets shot down Argentine aircraft in defense of the fleet. Both early variants of the Harrier have now left the service of the RAF and the Fleet Air Arm, although the latter version has been rebuilt into the far more capable FRS.2.A similar fate befell the aircraft of the USMC, although not before some had been upgraded to AV-8C standard. Redundant aircraft from the USMC were later passed on to the navies of Spain and Thailand. The second phase of Harrier development involved a joint venture between British Aerospace and McDonnell Douglas (later Boeing MDD). Essentially a total redesign, the new aircraft featured composite construction throughout. One of the major components is an enlarged wing capable of an increased weapons load on extra pylons. The fuselage also underwent some changes, especially in the nose area.As with the Sea Harrier, increased cockpit height allowed an array of sensors to be mounted in the nose; a revamped canopy increased the pilots vision area. This new variant has been delivered to the USMC, the RAF, and the Italian navy. In common with the earlier-

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generation aircraft, batches of trainers were delivered to the operators of the single-seaters. Of the three aircraft types dedicated to V/STOL development worldwide, only the Harrier has became a success.
Kev Darling
References Jenkins, Dennis R. Boeing/BAE Harrier. North Branch, MN: Specialty Press, 1998.

British Commonwealth Air Training Plan (BCATP)
A major contributor to the Allies’ victory in the air war against the Axis powers during World War II. The BCATP originated in the prewar strategic requirements of the Royal Air Force and in the long-time military, political, and cultural ties between Canada and Great Britain. During World War I, Canada served as a training centre for the Royal Flying Corps and RAF, and the RAF believed—mistakenly, as it turned out—that it could renew that arrangement during World War II. For William Lyon Mackenzie King, then Canadian prime minister, the issue was one of sovereignty: He refused outright to permit any of the training conducted in Canada to come under British control. On 17 December 1939, after protracted negotiations, the BCATP between Canada, Great Britain, Australia, and New Zealand was finally signed. The BCATP was also dictated by geography and industrial mobilization as well as by demography. The plan’s largescale training commitments required numerous airfields and clear skies free from the threat of enemy air activity. Equally important, training had to take place close to the most important operational theater, Western Europe. Moreover, these training centers had to be located near an industrial base with potential expansion for airframes and engines for training aircraft. Canada was ideally suited in this regard. Finally, Canada, unlike the other dominions, had a larger population from which to recruit the aircrews. The BCATP was part of the wider Empire Air Training Scheme designed to produce large numbers of trained aircrews. Canada, initially the largest contributor outside of Britain, adopted the BCATP designation. The British and the other partners, however, usually employed the imperial terminology until the summer of 1942. According to BCATP Article 15, the so-called Ottawa Agreement, dominion aircrews were to be identified with their country of origin by the creation within the RAF of distinctive dominion components. That way, dominion personnel would not be broken up into RAF squadrons, thereby maintaining effective con-

trol of national forces. The plan was to run until 31 March 1943 and was supposed to train some 90,000 personnel by the end of the three-year program. The BCATP exceeded all expectations. The Royal Canadian Air Force (RCAF) controlled the program with assistance from the RAF; by 1943, the BCATP training centers were manned by 104,000 ground personnel operating approximately 10,000 aircraft. More than 50 air-training schools were created in Canada alone between April 1940 and December 1941; by 1943 97 schools and 184 auxiliary establishments had been put in place. Nearly 40,000 trainees—more than half as many again as originally planned—passed through these schools during the same period; Canada contributed more than 80 percent of all students until May 1942. Some 33 training establishments were created in Australia, training approximately 9,600 personnel before they headed to Canada for advanced training; some 7,000 New Zealanders graduated from the training schools. Another 15,000 Australians received all of their flying training in Canada before being dispatched to Britain. By war’s end, the BCATP had produced 131,553 aircrewmen, of which 72,835 (51 percent overall) were Canadians. Moreover, of all the Commonwealth men trained during the war, fully 45 percent received some or all of their training in Canada. The costs of the program had risen significantly as well. Over the course of the program (1939–1945), the BCATP cost approximately $2 billion; Canada paid 72 percent. Canada was indeed, as U.S. President Franklin Roosevelt proclaimed, the “aerodrome of democracy.”
Shawn Cafferky
See also Canadian Air Force; Royal Australian Air Force; Royal Flying Corps/Royal Naval Air Service/Royal Air Force References Douglas, W.A.B. The Creation of a National Air Force: The Official History of the Royal Canadian Air Force. Vol. 2. Toronto: University of Toronto Press, 1986. Dunmore, Spencer. Wings for Victory: The Remarkable Story of the British Commonwealth Air Training Plan in Canada. Toronto: McClelland and Stewart, 1994.

British Pacific Fleet
The British Pacific Fleet (BPF) formed on 22 November 1944 around four fleet carriers: Indomitable, Victorious, Indefatigable, and Illustrious (replaced 14 April 1945 by Formidable). After initially operating under the aegis of the East Indies Fleet, it left Trincomalee (Sri Lanka) on 16 January 1945 to join the U.S. Pacific Fleet at Okinawa.

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En route, BPF launched two strikes against Sumatran oil refineries in the Palembang area. For the loss of 23 aircraft from all causes, BPF cut Japanese aviation gasoline output by 65 percent. This strike series was arguably BPF’s greatest single contribution to the eventual victory over Japan. BPF’s mission assignment at Okinawa was to keep the six airfields in the Sakishima Gunto out of action in order to suppress Japanese air defenses against the invasion force and prevent aerial reinforcement of Okinawa itself. The carriers, between 26 March and 25 May, established a routine of two- to three-day strike serials followed by similar replenishment periods. Since the Japanese used crushed coral, in limitless supply, to construct these runways, bomb damage usually was repaired overnight. Although its unremitting efforts appeared fruitless, when less-capable U.S. escort carriers replaced BPF while it replenished, greater air activity against the invasion fleet demonstrated the British carriers’ efficacy. While BPF operated off Sakishima, kamikazes hit all the carriers (and Formidable and Victorious twice). Their armored flight decks resoundingly demonstrated their value—all were fully operational within a few hours, and only 44 ships’ crewmen lost their lives. Implacable replaced Indomitable as BPF rejoined the U.S. Pacific Fleet on 17 July for final attacks on Japan’s home islands. Integrated into Third Fleet as Task Force 37, its aircraft launched a relentless attack on Japan’s military and mercantile shipping, land transportation systems, industry, and remaining air assets. Operations continued until 15 August, although most of BPF had withdrawn by then to replenish, leaving only Indefatigable on the line. Fleet Air Arm aviators earned their second Victoria Cross of the war, posthumously awarded on 9 August to Lieutenant Robert Hampton Gray for his courageous leadership during an attack that sank the escort Amakusa. BPF carriers proved their toughness and efficiency during the Okinawa and home islands campaigns, sustaining high-intensity strike missions against airfields, shipping, and rail and road systems while maintaining effective fleet defense and surviving attacks that crippled their contemporaries in other navies.
Paul E. Fontenoy
See also Fleet Air Arm; Okinawa; Task Force 38/58; Vian, Philip L. References Brown, J. David. Carrier Operations in World War II: The Royal Navy. London: Ian Allan, 1968. ______, ed. The British Pacific and East Indies Fleets. Liverpool, UK: Brodie, 1995. Friedman, Norman. British Carrier Aviation: The Evolution of the Ships and their Aircraft. Annapolis, MD: Naval Institute Press, 1988.

Bulge, Battle of the (1944–1945)
World War II German surprise attack and Allied defense and counterattack in the Ardennes region of southwestern Belgium and northern Luxembourg from 16 December 1944 to 16 January 1945. The battle caused many problems for Allied commanders. The German planners scheduled the attack to take place during poor weather, which would limit the effects of Allied tactical airpower. Additionally, the German Luftwaffe concentrated significant air resources in an attempt to provide direct support to the offensive and to counter Allied air capabilities. Although fog and snow limited air operations during much of the fighting, Allied airpower made significant contributions to the outcome of the battle. Even during bad weather, Allied pilots strove to provide reconnaissance support and to attack German targets through breaks in the weather. When relatively clear conditions occurred, such as between 23 and 28 December and on 1, 2, and 5 January, the Allied air forces conducted extensive attacks on German forces and supply lines. The USAAF Ninth Air Force and the RAF Second Tactical Air Force provided direct support to Allied ground forces, conducted armed reconnaissance missions, waged an aggressive interdiction campaign, and defended against Luftwaffe operations. Senior Allied commanders also shifted elements of RAF Bomber Command and USAAF Eighth Air Force heavy bomber forces from the strategic bombing offensive against Germany to interdiction targets and airfield attacks. Both sides conducted airdrops—Luftwaffe air transport units supported the initial offensive with an airborne assault and with limited resupply drops, and USAAF air transport units provided support to the isolated American forces at Bastogne. On 1 January 1945, the Luftwaffe conducted its last significant offensive operation of the war with a counter– air strike against 17 Allied airfields in Belgium, Holland, and France. Although Operation BODDENPLATTE (BASE PLATE) inflicted significant damage on some airfields, the Luftwaffe suffered heavy losses of aircraft and pilots that it could not afford at this point in the war. Although the Battle of the Bulge is normally remembered as exclusively a ground operation, airpower made important contributions to the ultimate success of the Allied forces.
Jerome V. Martin
See also German Air Force (Luftwaffe); World War II Aviation References Craven, Wesley F. and James L. Cate, eds. The Army Air Forces in World War II. 7 vols. Chicago: University of Chicago Press, 1948–1957 (reissued, Washington, DC: U.S. Government Printing Office, 1983); see esp. vol 3.: Europe: Argument to V-E Day, January 1944 to May 1945.

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Franks, Norman L. The Battle of the Airfields, 1st January 1945. London: William Kimber, 1982; 2nd ed. London: Grub Street, 1994. Parker, Danny S. To Win the Winter Sky: The Air War Over the Ardennes, 1944–1945. Conshohoken, PA: Combined Books, 1994.

Bureau of Aircraft Production (BAP)
Immediately upon entering World War I, some optimists in the United States began talking about huge production programs that would “darken the skies of Europe with American aircraft.” A year later the promised fleet had not arrived, though not for lack of effort. It was simply that no one in the United States, when the boast was made, had a real understanding of how difficult a task lay ahead. In May 1918, in an attempt to solve the problem, two new agencies were created: the Division of Military Aeronautics (DMA), which dealt with personnel, and the Bureau of Aircraft Production, which handled equipment. John Ryan, the former president of Ananconda Copper and then chair of the Aircraft Board, a civilian agency, was appointed to head up the BAP. Both the BAP and the DMA became part of the Air Service. Despite this common assignment, a problem developed due to a lack of coordination between the two agencies. This was solved later in the summer with the promotion of Ryan to the post of director of the Air Service at a second assistant secretary of war level. The BAP had responsibility for deciding which aircraft the United States would build.
James Streckfuss
See also U.S. Aircraft Development and Production (World War I) References Casari, Robert B. Encyclopedia of U.S. Military Aircraft: The World War I Production Program. 3 vols. Chillicothe, OH: Self-published, 1972–1975. Hudson, John J. Hostile Skies: A Combat History of the American Air Service in World War I. Syracuse, NY: Syracuse University Press, 1968.

Bureau of Naval Aeronautics (BNA)
Created by the U.S. Congress in 1921 to advise the Secretary of the Navy, the Department of the Navy, and the Chief of Naval Operations on naval aviation. The BNA consolidated and centralized all administrative, logistical, and technological functions pertaining to aircraft under one administrative jurisdiction.

Prior to World War I, the Bureaus of Construction and Repair, Steam Engineering, and Navigation shared responsibility for naval aeronautics. In 1913, Secretary of the Navy Josephus Daniels appointed a board of officers led by Captain Washington I. Chambers, the officer in charge of aviation, to draw up a comprehensive plan for a naval aeronautics service. The subsequent Chambers Report recommended, among other things, the formation of a central aviation office to oversee naval aviation. In response, Secretary Daniels created the Office of Naval Aeronautics within the Division of Operations. This early effort at coordination proved disappointing; authority over aeronautics remained dispersed among the bureaus, with the Bureau of Construction and Repair leading the way. Following the war, General William “Billy” Mitchell and other proponents of airpower urged Congress to create a central bureau to alleviate this administrative confusion and promote naval aviation. Congress consequently established the Bureau of Naval Aeronautics, responsible for matters pertaining to designing, building, and repairing Navy and Marine Corps aircraft. Under Bureau Chief Admiral William A. Moffett, the BNA promoted use of airpower, working to incorporate aircraft into fleet operations and strategic planning. Determined to bring order and structure to naval aviation, Moffett and the BNA developed procedures for procuring and testing aircraft components, identifying and painting airships, and maintaining, repairing, and salvaging aircraft. The BNA also promoted pilot safety and improved shore stations and installations. A proponent of innovation, Moffett authorized pioneering research in aerology, aviation medicine, and radiotelegraphy. He defended naval aviation against congressional and naval opposition, battling successfully to prevent deficiencies in personnel, supplies, and appropriations. During and after World War II, the BNA expanded the scope of its activities. During the war, it inaugurated a comprehensive pilot recruitment and training program—which laid the foundation for the wartime expansion of the Naval Aviation Corps. Following Moffett’s legacy, the BNA continued to sponsor research and managed the introduction of radar, jet propulsion, satellites, helicopters, titanium alloys, and other innovations. It also worked closely with the aerospace industry on research, design, and production. The BNA continued oversight of naval aviation until 1959, when the new Bureau of Naval Weapons absorbed its functions.
Daniel E. Worthington
See also Moffett, William Adger; U.S. Marine Corps Aviation; United States Navy, and Aviation References Grossnick, Roy A. United States Naval Aviation, 1910–1955.

Busemann, Adolf
Washington, DC: Naval Historical Center, Department of the Navy, 1997. Turnbull, Archibald Douglas, and Clifford Lee Lord. History of United States Naval Aviation. New Haven: Yale University Press, 1949.

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Burma
Protracted air campaign in support of ground operations during World War II. At the outbreak of war, Allied air defenses in Burma consisted of a single squadron of Brewster Buffaloes and the Curtiss P-40s of the American Volunteer Group (the famed Flying Tigers). They faced large numbers of Japanese aircraft based in Thailand and Indonesia. The air campaign opened in late December with Japanese attacks on the city of Rangoon that caused almost 30,000 civilian casualties. In mid-January 1942, Japanese ground forces advanced into Burma supported by the Third Army Air Division. Although outnumbered, the Allied air forces in general fought well, but Japanese attacks on bases took their toll, and by late spring the campaign was over with the Japanese in possession of most of Burma. This cut the Burma Road, the only viable overland communication route to China, forcing supplies for China to be transported by air over the “Hump” of the Himalayas. The Allies launched several offensive operations in late 1942 and 1943 with only limited success. Of particular interest was the operation of jungle-trained Chindit forces under Brigadier General Orde Wingate, who penetrated deep behind Japanese lines and were supplied entirely by air for extended periods. Operations by the British XV Corps in the Second Arakan Offensive in January 1944 were also supplied by air. In early 1944, the Japanese Fifteenth Army attacked from western Burma into India but was stopped by British and Indian troops at Imphal and Kohima. Both defensive positions were surrounded for long periods of time, again supplied by the large number of Allied transport aircraft in the area until eventually relieved by forces advancing from India. Chindit operations continued, including the construction and operation of the Broadway air base behind Japanese lines. Broadway overstepped Allied capabilities, however, and Japanese air attack destroyed the aircraft based there. By July 1944, Allied air strength had increased to 64 RAF and 26 U.S. squadrons, and a major Allied offensive was imminent. The most prevalent Allied aircraft were Hurricanes, but Spitfire, Beaufighter, P-40, and P-47 types contributed significantly, along with a variety of bomber aircraft. Unlike

many of the well-known air battles in the Central and Southwest Pacific, Japanese air units were army units flying such aircraft as the Kawasaki Ki 43 and Ki 44. The Japanese effectiveness had been spent in the Imphal and Kohima battles; the Allied advance, primarily by British, Indian, and Chinese forces, was hard-fought but steady, interrupted only by the monsoon season. It was supported by overwhelming airpower. Rangoon finally fell on 2 May 1945, and the campaign in Burma came to a close. Planned Allied operations in the theater against Malaya and Singapore had not begun when the war ended.
Frank E. Watson
See also American Volunteer Group; Hump Airlift References Probert, Air Commodore Henry. Forgotten Air Force: History of the RAF in the War Against Japan. London: Brassey’s, 1995. Scott, Robert L. God Is My Co-Pilot. New York: Ballantine Books, 1956.

Busemann, Adolf (1901–1986)
German engineer; born in Lübeck, Germany, in 1901. After earning his Ph.D. in 1924, Busemann worked at the Max Planck Institute from 1925 to 1931 with Ludwig Prandtl. From 1931 to 1935, he taught at the University of Dresden and was involved in aerodynamic testing at the Göttingen wind tunnel laboratory. While there, he discovered that thin aerofoils delay and reduce drag as an aircraft approaches Mach 1. He later pointed out that swept-back wings might provide a solution to the vibration problem. From 1936 to 1945, Busemann worked at the Hermann Goering Aeronautical Research Center in Völkenrode. In 1947, he came to the United States through Operation PAPERCLIP and later worked for the National Advisory Committee for Aeronautics (NACA) as chief scientist at Langley Field, Virginia. The successful application of his expertise was demonstrated in the design and production of the F-86 Sabre. Busemann remained with NACA/NASA until 1964. He then taught aeronautical engineering at the University of Colorado until 1971, when he retired. He died in 1986.
Guillaume de Syon
See also Lippisch, Alexander Martin; Mach, Ernst References Hansen, James R. Spaceflight Revolution. Washington, DC: NASA, 1995. Muenger, Elisabeth. Searching the Horizon. Washington, DC: NASA, 1985.

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Bush, George Herbert Walker

Bush, George Herbert Walker (1924–)
Lieutenant junior grade, U.S. Naval Reserve, later U.S. president. He flew 58 combat missions in the Pacific during World War II. Holder of Distinguished Flying Cross,Air Medal with two Gold Stars, and Presidential Unit Citation awarded to USS San Jacinto. Later became forty-first president of the United States (1989–1993). Father of George W. Bush, fortythird U.S. president (2001–). George Bush was born 12 June 1924 in Milton, Massachusetts. Enlisting in the Navy on his eighteenth birthday, he was not yet 19 when he earned his wings to become the youngest naval aviator of his time. Assigned as a photographic officer to Torpedo Squadron 51 (VT-51) aboard the light aircraft carrier USS San Jacinto (CVL-30), he flew the Grumman Avenger. His ship was part of Task Force 58 and took part in seven major operations ranging from the Marianas to Okinawa. VT-51’s executive officer, Legare Hole, described Bush as “an exceptionally good pilot” who was also a “smart fellow.” Additionally, Bush was well liked by the squadron’s officers and enlisted men.

The mission of 2 September 1944 against a Japanese radio station on ChiChi Jima in the Bonin Islands is a fine example of Lieutenant Bush’s war. As described in his Distinguished Flying Cross citation, his actions were courageous and disciplined. The antiaircraft fire was especially intense as he and his two crewmen attacked the facility. Their Avenger was hit at the start of his dive, but Bush elected to continue the attack despite the aircraft’s being on fire. Their bombs caused damaging hits to the Japanese facility. One crewman was killed in the crash, and the other’s parachute failed to properly open; Bush was the only survivor. After landing in the water, he was protected by circling aircraft until being rescued by the submarine USS Finback (SS-230). He would go on to a distinguished career in public service, holding America’s highest elected office.
Scott R. DiMarco
References Christmann, Timothy J.“Vice President Bush Calls World War II Experience ‘Sobering.’” Naval Aviation News 67 (March–April 1985): 12–15.

C
Cactus Air Force
Allied aircraft on Guadalcanal (August 1942–February 1943). U.S. Marines landed on Guadalcanal on 7 August 1942. The Allied code name for the island of Guadalcanal was CACTUS, and the air units based on that island at newly won Henderson Field soon unofficially assumed the name Cactus Air Force. Operating on a logistical shoestring, Cactus succeeded in maintaining a land-based air presence over Guadalcanal in the most crucial days of that campaign. It achieved an effect out of all proportion to its numbers. On several occasions the operations of the entire Japanese Combined Fleet centered on eliminating Cactus Air Force and its base at Henderson Field.
Frank E. Watson
See also Guadalcanal

Although elaborate measures were taken to keep the bombings secret lest their revelation fuel antiwar protests, the New York Times published a story about the bombings in May 1970, sparking heated debate about the legality and morality of the raids. The news infuriated Nixon, and the administration became obsessed with plugging information leaks to the press. The telephones of several journalists and government officials were wire-tapped, beginning the legal activities and coverup that would ultimately lead to the Watergate scandal, Congress’s demand for Nixon’s impeachment, and Nixon’s unprecedented resignation. The bombing of the Cambodian base areas and Cambodian attempts to constrain North Vietnamese expansion led to unrest within Cambodia, and on 18 March 1970 Prince Sihanouk, who was not in Cambodia at the time, was deposed by General Lon Nol.
James H. Willbanks
See also
ARC LIGHT; Ho Chi Minh Trail References Berger, Carl, ed. The United States Air Force in Southeast Asia, 1961–1973: An Illustrated Account. Washington, DC: Office of Air Force History, 1984. Shawcross, William. Sideshow: Kissinger, Nixon, and the Destruction of Cambodia. New York: Simon and Schuster, 1979.

Cambodia Bombings
Secret U.S. bombing of North Vietnamese sanctuaries in Cambodia. By the mid-1960s, North Vietnamese and Vietcong units had established base areas in eastern Cambodia from which to launch attacks into South Vietnam. In March 1969, President Richard Nixon, with the tacit approval of Cambodia’s Prince Norodom Sihanouk, ordered bombing of these base areas to take pressure off the ongoing U.S. troop withdrawal from South Vietnam and to put pressure on the North Vietnamese to enter serious negotiations. Codenamed Operation MENU, bombing would continue until Congress cut off funds for Cambodian operations in August 1973. By the time the MENU bombings ended, B-52 bombers had flown 16,527 sorties and dropped 383,851 tons of bombs on Cambodia.
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Camm, Sydney (1893–1966)
British aircraft designer. Born on 5 August 1893 in Windsor, Camm was apprenticed in woodworking, though he was also heavily involved in early aeronautics. In 1914, he joined the Martinsyde Aeroplane Company, eventually undertaking major design tasks there.

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Camm joined the Hawker Engineering Company in 1923 as a senior draftsman, becoming chief designer only two years later. Camm’s biplane designs were notable for their integrated elegance, imaginative conception, and structural strength allied to simplicity and stringent weight control. His Hart family of two-seaters, and related singleseat Fury types, broke new ground in performance and user-friendliness. By 1933, Camm realized that biplane fighters had reached the limit of their useful development and began design of a monoplane that became the Hurricane. Even as this descendant of his earlier types entered production in 1938, Camm was working on its all-metal monocoque successor, the Typhoon, which he further developed into the Tempest and Sea Fury, the fastest and most robust British piston-engined fighters. Although Camm quickly appreciated the jet engine’s potential, his service designs actually formed the second and third generations of jet fighters. The Royal Navy’s straightwing Sea Hawk was followed by the very successful Hunter, which many hold to be the most elegant jet fighter of all time. Government decisions frustrated Camm’s desire to produce supersonic jets. Instead, in 1958 he initiated the revolutionary design, combining fast jet performance with VTOL operating characteristics, which became the Harrier, and witnessed its success before his death in Richmond, Surrey, on 12 March 1966.
Paul E. Fontenoy
See also British Aerospace Harrier; Hawker Aircraft; Hawker Fury; Hawker Hunter; Hawker Hurricane; Hawker Typhoon and Tempest; Sopwith, Thomas O.M. References Mason, Francis K. Hawker Aircraft Since 1920. London: Putnam, 1991. ______. The Hawker Hurricane. London: Macdonald, 1962. ______. Harrier. Wellingborough, UK: Patrick Stephens, 1986.

was sent overseas early during World War I. Flight training began in Canada in 1915. In 1920, the Royal Canadian Air Force (RCAF) was established. With Canada’s declaration of war against Germany in 1939, the RCAF hosted the British Commonwealth Air Training Plan. Canada trained 131,533 aircrewmen. Canadian airmen fought throughout the Battle of Britain and in all air campaigns in Europe. By D-Day, 33 bomber, fighter, and coastal squadrons participated in the aerial campaign to retake Europe. The RCAF received its first jets, de Havilland Vampires, in 1948. In 1950 it joined the UN forces fighting in Korea, flying airlift missions and logging more than 34,000 flying hours. As the Cold War threatened North America, a U.S.-Canadian air defense agreement was signed in Washington, D.C., on 12 May 1958. This established the North American Air Defense Command. In 1968, the RCAF was merged into the Canadian Forces. Canada has participated heavily in international peacekeeping efforts throughout the world. The Canadian Air Task Group flew against Iraq from Qatar during Operation DESERT STORM. During the Kosovo operation, Canadian CF-18s flew from Aviano Air Base, Italy. Equipped with precision-guided munitions, Canadian fighters led multinational packages against Serbian forces. At the same time, Canadian Forces members stationed in Geilenkirchen, Germany, with NATO AWACS supported the campaign. The annual operating budget for the Canadian Air Force is approximately $2 billion. There are 14,500 members in the regular forces, with a small reserve. The Canadian Forces possess 122 CF-18 Hornets, 21 CP-140 patrol aircraft, 27 CT-133 trainers, 59 transports, and 140 helicopters. Thirteen wings are located across Canada, and a Canadian element is located in Geilenkirchen supporting NATO AWACS.
James M. Pfaff
See also British Commonwealth Air Training Plan

Cant Aircraft Canadian Air Force (Royal Canadian Air Force)
The air component of the unified Canadian Forces. The Canadian Air Force supports a variety of domestic and international operations by providing an operationally ready, multipurpose, and combat-capable force. Its roles include surveillance and control of Canadian airspace; worldwide airlift; support to land and sea operations; and humanitarian operations. A special task of the Canadian Air Force is search and rescue throughout the expanses of Canada. The Canadian Aviation Corps was formed in 1914 and In 1921, the Cosulich family of Trieste decided to enter the aviation business. Already active in shipping and shipbuilding, they followed the same pattern by establishing first an air taxi service (SISA, 1921) and then a seaplane workshop at Monfalcone (within the existing Cantiere Navale Triestino, or CNT; 1923). SISA trained pilots for the Regia Aeronautica (the Italian air force) using CNT.7 and Cant.18 biplanes; from 1926 it added airline services, using the Cant.10 and Cant.22 cabin seaplanes. The workshops survived on license production and prototypes.

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In 1930, CNT merged with other shipyards to form the Cantieri Riuniti Dell’Adriatico (CRDA), but aircraft continued to use the Cant designation. In 1933, CRDA was acquired by state conglomerate IRI, and Italo Balbo persuaded Filippo Zappata (1894–1994), then working with Blériot, to become chief designer. In the following nine years, CRDA flew 18 new types that garnered 40 world records; it also added a landplane factory, test department, and airfield as the workforce grew from 350 to 5,000. The Cant Z.501 (1934) and Z.506 (1935) seaplanes and Z.1007 landplane bomber (1937) became the standard Italian types in their categories. Zappata saw wooden airplanes as a temporary necessity, and his new designs were conceived with all-metal construction, including the Z.1018 bomber twin, Z.511 fourengine floatplane airliner, and Z.515 twin floatplane. Around 1939 Zappata became disillusioned with CRDA and started negotiating with Breda, which he joined in 1942; in addition, military requirements fluctuated. The Z.1018 started in wood as “flying mockup,” developed as a very different wooden preseries, and metamorphosed into metal for production—but with bomber, torpedo-bomber, and nightfighter variants. Not surprising, none of these types became operational before the Italian armistice in 1943. The ensuing German occupation and USAAF raids in March-April 1944 stopped all production, and only the shipyard was rebuilt after the war.
Gregory Alegi
See also Balbo, Italo; Blériot Aircraft; Breda; Italian Aircraft Development; Regia Aeronautica (Pre–World War II); Regia Aeronautica (World War II) References Marcon, Tullio. Cant Z.506. Turin, Italy: La Bancarella Aeronautica, 1996. Staccioli, Valerio, ed. In cantiere. Tecnica, arte, lavoro: ottant’anni di attività dello stabilimento di Monfalcone. Monfalcone, Italy: Edizioni della Laguna, 1988. Zappata, Giuseppe, and Giorgio Evangelisti. Le navi aeree di Filippo Zappata. Florence, Italy: Editoriale Olimpia, 1996.

Building of the National Aeronautics and Space Administration (NASA). The structure, more than 30 stories high, is where the Apollo rockets were assembled and the Space Shuttle and other NASA projects are prepared for launch. President John F. Kennedy was one of NASA’s biggest advocates, and in the days following Kennedy’s assassination President Lyndon Johnson made the controversial decision to rename the site Cape Kennedy in honor of the fallen president. The name stuck until 1973, when the U.S. Board of Geographic Names responded to a campaign by the Florida legislature to restore the original name.
Erich Streckfuss
References Spaceline, Inc. (covering Cape Canaveral). http://www.spaceline.org.

Cape Engano, Battle of (1944)
Carrier engagement on 25 October 1944 northeast of Luzon, Philippines, during the Battle of Leyte Gulf. As part of the Japanese operations that resulted in the massive Battle of Leyte Gulf, Admiral Jisaburo Ozawa’s carrier force sailed south from Japan’s Inland Sea on October 20 primarily as a decoy force. When reconnaissance aircraft located the Japanese carriers, most of Admiral William Halsey’s U.S. Third Fleet moved northward to intercept. The battle was lopsided, with 787 U.S. naval aircraft opposed by only 29 Japanese. Although the U.S. bombing performance was below standard given the number of attacking aircraft, massive strikes sank the Zuikaku, Chiyoda, Chitose, and Zuiho. The remainder of the Japanese fleet, including the two hybrid battleship-carriers Ise and Hyuga, escaped during the night. Even though he scored successes against Ozawa, Halsey has been roundly criticized for taking the bait of the empty Japanese carriers and allowing the Japanese surface fleet an opportunity for an advantageous engagement farther south at Leyte Gulf near the island of Samar. The Cape Engano action was followed closely by Admiral Chester Nimitz’s famous message to Halsey: “Where is Task Force 34, the world wonders.” Halsey’s attention to the decoy carrier force while more or less ignoring the Japanese battleships to the south shows the extent to which naval thought revolved around airpower by 1944.
Frank E. Watson
See also Leyte Gulf, Battle of References Morison, Samuel Eliot. The Two Ocean War. Boston: Little, Brown, 1963.

Cape Canaveral
Home of the Kennedy Space Center, on the Florida coast, and center stage for U.S. space launches since the late 1950s. It hosted the early—and unsuccessful—satellite launches by the U.S. Army, as well as the Apollo lunar launches. Today, “the Cape” is the site for many U.S. satellite and space shuttle launches. Its massive runways allow the space shuttle to end its journey where it begins, for optimal turnaround. Cape Canaveral is also home to the Vehicle Assembly

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The Caproni Ca.3 had a fine performance for 1917 and was used by U.S. flyers as well as the Italian air force. (Gregory Alegi)

Caproni Aircraft (Early Years)
Gianni Caproni followed the 1908 European tidal wave of interest in aviation by building a glider with his friend, Henri Coanda. His interest continued, and by 1910 he had entered the aircraft business. Prior to World War I, Caproni designed a series of slow open-fuselage aircraft and, like many Europeans, built Blériot and other aircraft design copies on which the firm survived. In 1914, he patented the world’s first monoplane fighter, a shoulder-wing design that mounted a flexible machine gun on a high pylon, allowing fire over the propeller or vertically above the aircraft. It was flown as the Ca.20 in 1916 and is now displayed at the Museum of Flight in Seattle. But it was the series of large bombers produced by the firm during World War I that won the company lasting fame. A variety of Caproni biplane and triplane bombers were designed to deliver a large bombload on Austro-Hungarian forces across the Alps. In each case, the three engines (usually 150-hp Isotta Fraschini V4Bs) were housed in individual nacelles. The aircraft had a crew of two pilots, a nose gunner, and usually a rear gunner. The wings spanned more than 60 feet, and the typical Caproni was 30–40 feet long. The Caproni bombers had a speed of about 100 mph and service ceilings in the range of 12,000 feet. On occasion, however, it could perform impressively, as on 23 February 1918, when Italian instructor Federico Semprini looped a Caproni to demonstrate its capabilities to the group of American students under Fiorello LaGuardia at Foggia.

In addition to operating with Italian squadriglia (squadrons), Capronis were sold to the British and served with the Royal Naval Air Service at Taranto. The French built the Ca.3 under license, and the U.S. Northern Bombing Group used the Ca.5. The Caproni was also recommended for production in the United States by the Bolling Mission. The Ca.5s built by Fisher Body in Detroit were powered by the Liberty engine. Caproni continued to figure prominently in Italian aviation following World War I through to the jet age.
James Streckfuss
See also Bolling Mission References Abate, Rosario, Alegi Gregory, and Apostolo Giorgio. Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910–1983. Trento, Italy: Museo Caproni, 1992. Alegi, Gregory. Caproni Ca.3. Berkhamsted, UK: Albatros, 1999. ______.“Douhet, Caproni, and the Origins of Strategic Bombing.” London: Cross and Cockade International, 1995.

Caproni Aircraft (Post–World War I)
When armistice scuttled the plan for 4,000 Ca.5 bombers, Gianni Caproni (1886–1957) sought to replace military orders with airline sales and offered the ill-fated Ca.60 transatlantic flying boat (1920). Caproni concentrated production

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It was not pretty, and it did not fly very fast, but the Caproni-Campini was Italy’s first jet aircraft. (Walter J. Boyne)

at the Taliedo factory in Milan, and the wartime Vizzola factory became a flying school. Soon Caproni returned to bombers with the Ca.73 twin-engined inverted sesquiplane (1925), which finally ousted the wartime Ca.3 from Italian bomber units. Its layout was repeated on the Ca.79 and Ca.90 heavy bomber prototypes, designed to Guilio Douhet’s “aerial battleship” concept. The group reorganized in 1929 and began to acquire smaller firms. Moving from aircraft design to management, Caproni sought independence in the production process and bought engine and instrument makers, mining companies, wood industries, and weapons factories. A great believer in innovation, he sponsored many experimental types, including the Campini prototype (1940) that, although flawed by the lack of a gas turbine, was the world’s second jet to fly. Taliedo produced the Ca.100 basic trainer (1928) and the larger Ca.113 (1931), both also built under license in Bulgaria. In 1934–1939, the Ca.113 and its derivatives vied for the world altitude record, the Ca.161bis reaching 17,083 meters. From 1928, Taliedo also built a family of rugged highwing monoplanes, including the Ca.101 (1929), Ca.111 (1932), and Ca.133 (1934), used with great success during the Ethiopian War. Caproni Aeronautica Bergamasca (CAB), bought in 1929, produced designs by Cesare Pallavicino, including the Ca.309 colonial aircraft (1937) and Ca.313 light attack/advanced trainer (1939). Their success eventually led Pallavicino also to become technical director for Taliedo and Viz-

zola. In 1937, Caproni gained control of Reggiane, which introduced stressed-skin fighters with both Piaggio radials (RE.2000, 1939; RE 2002, 1940) and Daimler Benz inline engines (RE.2001, 1940; RE.2005, 1942). By 1939, the Caproni group accounted for 28 percent of the Italian airframe workforce. In recognition of his contributions to aviation, Gianni Caproni was named count of Taliedo in 1940. Wartime production consisted mainly of various CAB types, in part exported to Germany, but considerations of industrial policy and engine availability prevented Reggiane and Vizzola from breaking into the fighter market. Among the many Caproni products were the CB midget submarines, used with some success in the Black Sea. The postwar years were very bitter. Various executives were murdered by communists, and the Caproni brothers were forced into hiding; unions vetoed workforce cuts, destroying company finances. Unsupported by the government, Caproni diversified and before collapsing was able to complete the Ca.193 (1949) and F-5 jet trainer (1952). Caproni Vizzola, the last active branch, reentered the aviation field in 1962 with T-33 overhauls and progressed to build subassemblies for Aermacchi and Agusta. In 1968, it acquired Aviamilano and built its line of high-performance gliders that ultimately evolved into the C-22J light jet trainer (1980), the final Caproni aircraft to fly. The program was terminated by Agusta following its 1983 acquisition of Caproni Vizzola. Vigorously promoted by Maria Fede Caproni and

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her brother Giovanni, the company heritage is enshrined in the Caproni Museum, opened in Trento in 1992.
Gregory Alegi
See also Caproni Aircraft (Early Years); Ethiopian War; Italian Aircraft Development; Regia Aeronautica (Pre–World War II); Regia Aeronautica (World War II) References Abate, Rosario, Gregory Alegi, and Giorgio Apostolo. Aeroplani Caproni: Gianni Caproni and His Aircraft, 1910–1983. Trento, Italy: Museo Caproni, 1992. Alegi, Gregory. Campini Caproni. Turin, Italy: La Bancarella Aeronautica, 2000.

CASA Aircraft
One of the oldest aircraft manufacturers in the world, CASA was founded in 1932 by José Ortez Echague. The principal customer initially was the Spanish air force, and the major production runs were of license-built foreign designs. These included the Breguet 19, of which more than 400 were built, the ubiquitous Dornier Wal flying boat, and the Vickers Vildebeeste. Aircraft of German design were licensed after the Spanish civil war, and, along with many trainers, the CASA factory turned out Junkers Ju 52/3s, Messerschmitt Bf 109 fighters, and Heinkel He 111 bombers, all under CASA designations. (Many of the Messerschmitts and Heinkels were used in the film Battle of Britain, and some of these subsequently became warbirds.) CASA continued to build aircraft under license, including the Northrop F-5A/B, but also had notable success with aircraft of its own design, including a series of twin-engine transports that began with the CASA.201 Alcotan. Other successful indigenous designs included the C-101 Aviojet trainer, the C-212 Aviocar twin-turboprop transport, and the larger CASA CN.235 tactical transport.
Walter J. Boyne
References Donald, David, gen. ed. The Complete Encyclopedia of World Aircraft. New York: Barnes and Noble, 1997. Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Sparkford, UK: Patrick Stephens, 1993.

They reaffirmed the Germany-first policy, which meant that U.S. heavy bombers would be concentrated in Europe rather than the Pacific. The Casablanca Conference also decided on an invasion of Sicily instead of a cross-channel attack in 1943; thus, U.S. air bases could be located on Germany’s southern flank. More important, the Casablanca Conference saw Major General Ira C. Eaker, commander of the Eighth Air Force based in Britain, give a spirited defense of U.S. air doctrine that dictated daylight precision bombing operations. British Prime Minister Winston Churchill, initially skeptical and desirous of the U.S. bombers joining RAF Bomber Command in nighttime area attacks, relented after hearing Eaker’s formulation of round-the-clock bombing of the German heartland. On 21 January, the Combined Chiefs of Staff issued the Casablanca Directive. It stated that the ultimate objective of the Allied bomber offensive was “the progressive destruction and dislocation of the German military, industrial and economic system, and the undermining of the morale of the German people to a point where their capacity for armed resistance is fatally weakened.” The targets to be struck, in order of priority, were specified as German submarine construction yards, aircraft industry, transportation, oil plants, and other industrial facilities.
Phillip S. Meilinger
See also Eaker, Ira C.; POINTBLANK; Strategic Bombing References Craven, Frank Wesley, and James Lea Cate. The Army Air Forces in World War II. 7 vols. Chicago: University of Chicago Press, 1948–1958. Foreign Relations of the United States: The Conferences at Washington, 1941–1942, and Casablanca, 1943. Washington, DC: U.S. Government Printing Office, 1968. Webster, Charles, and Noble Frankland. The Strategic Air Offensive Against Germany, 1939–1945. 4 vols. London: HMSO, 1961.

Cassino, Battle of (November 1943–June 1944)
Between November 1943 and June 1944, Allied air operations supported ground operations in Italy and raised moral questions regarding culturally significant targets in northern Italy. As Allies forces advanced northward in Italy, they found their way blocked by Rapido River and the massif of Monte Cassino, topped by the famous Benedictine monastery of the same name. Several Allied attacks were repulsed with heavy casualties. The dominating position afforded by the monastery atop the mountain and its excellent position for observation for artillery fire prompted Allied

Casablanca Conference
January 1943 meeting of Allied leaders in Casablanca, Morocco, to discuss war strategy, plans, and resource allocation.

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commanders to ask that the monastery itself be bombed.After much argument and anguish, the decision was made, and on 15 February 1944 135 American heavy bombers and 87 medium bombers destroyed the 1,000-year-old monastery. The subsequent ground attack failed. Postwar investigation seems to indicate that the Germans were not using the monastery itself, although it was impossible for the Allies to know this at the time. Even heavier attacks on Cassino town, by 16 Allied air groups, destroyed that village in March, but again the ground attack failed. Cassino eventually fell to the Polish II Corps in May only after a Free French attack had outflanked it to the southwest. The decision to bomb Cassino provides the classic example of the air planners’ quandary: judging the value of the destruction of a target versus the possible cultural (or in other cases economic) value of the target to society.
Frank E. Watson
See also Italian Campaign References Hapgood, David, and D. Richardson. Monte Cassino. New York: Congdon and Weed, 1984

tended as an army reconnaissance aircraft and for artillery spotting duties but was also used on bombing missions and as a long-range fighter escort. The most unusual Caudron, however, was the R 11. The R 11 was designed as a long-range escort for the Breguet 14 B2 bomber. It carried a crew of three and was powered by two Hispano Suiza or Renault engines.A total of 370 were built.
James Streckfuss
References Davilla, James, and Arthur M. Soltan. French Aircraft of the First World War. Mountain View, CA: Flying Machines Press, 1997.

Caudron Aircraft (Post–World War I)
Caudron produced excellent trainers and sportplanes to the designs of Paul Deville after World War I. The Caudron C.270 “Luciole” was produced in large numbers, and many were requisitioned for use as liaison aircraft when World War II broke out. Deville’s Caudron C. 280 Phalene (Moth) corresponded in name and appearance to its contemporary, the de Havilland Puss Moth.A four-seat touring aircraft, it could achieve a top speed of 115 mph on its 145-hp Renault four-cylinder Bengali engine. About 240 Phalenes were built, a sizeable number for an aircraft of its type for the period. Under the direction of a new designer, Marcel Riffard, Caudron created the C.440 Goeland, a twin-engine trainer/ transport that could carry eight persons at 186 mph with its twin Renault engines. More than 1,700 of the aircraft were built, for it continued in production during the German occupation and was operated by the Luftwaffe. The most exciting of the Caudron designs were the elegant racers that won the Coupe Deutsch de la Meurthe contests in the mid-1930s. These in turn led to a series of lightweight fighters by which France hoped to overcome the handicap of not having engines comparable to the German Daimler Benz series. Primarily of wood construction, these sleek, low-wing fighters were powered by Renault engines of only 450 hp but could achieve a top speed of 300 mph. Only about 60 were built. Some of them went to Finland, and others were used to equip a Polish squadron fighting in France. After France’s collapse, a few were used by the Vichy French air force, and 20 were seized by the Luftwaffe. The Caudron firm continued to operate through 1946.
Walter J. Boyne
See also Caudron Aircraft (Early Years)

Caudron Aircraft (Early Years)
Founded by René and Gaston Caudron, one of the many pairs of brothers who seem to have gone into the aviation business in its early years. The Caudrons began their involvement in 1908 with a glider. They soon moved on and up to powered flight with a 25-hp tractor design. Specializing in two-seater and multiseat types during World War I, the Caudrons equipped several of the early escadrilles (squadrons). The G 3 (G for “Gaston,” the brother responsible for the design, later R models standing, of course, for “Rene”) was a single-engine pusher powered by an Anzani radial. Its wings had the scalloped trailing edges common to the period. Directional control was achieved by a pair of rudders. The G 3 performed reconnaissance missions and dropped the occasional load of flechettes—light antipersonnel darts that looked like metal pencils with fins. It was a G 3 equipped with floats that performed the first shipboard takeoff in French aviation history. The feat was accomplished from the deck of the Foudre on 8 May 1914 with René Caudron at the controls. The G 3 served until the end of the war as a trainer in French and U.S. flight schools. The G 4 was a twin rotary-engine model that otherwise resembled its predecessor, the addition of the second power plant allowing a machine gun to be carried. The type was in-

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References Donald, David, gen. ed. The Complete Encyclopedia of World Aircraft. New York: Barnes and Noble, 1997. Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Sparkford, UK: Patrick Stephens, 1993.

Cessna Aircraft
American aircraft manufacturing company. The Cessna Aircraft Company was formed in 1927 by pioneer aviator and aircraft designer Clyde V. Cessna, who taught himself to fly in 1911. In 1924, after several years of exhibition flying and some successful early aircraft designs, he teamed up with fellow pioneer designers and manufacturers Lloyd Stearman and Walter Beech to form the Travel Air Manufacturing Company. In 1927, Cessna left Travel Air to form his own company. After he achieved several commercially successful designs, the effects of the Great Depression caused sales to decline and forced Cessna to close down his company. Soon afterward, when a close friend was killed flying a custom-built air racer Cessna had designed and built, Clyde Cessna seemed to lose his enthusiasm for aviation and decided to retire permanently from the aircraft manufacturing business. In 1934, Cessna’s nephews, Dwane and Dwight Wallace, joined fellow engineer Jerry Gerteis in an attempt to revive the company. Their highly successful C-34, a clean, cantilever-wing single-engine monoplane, quickly breathed new life into the struggling aircraft company. Before long, Cessna Aircraft gained even greater success with the manufacture of the twin-engine T-50. More than 5,000 of these aircraft were sold during World War II to the U.S. and Canadian governments as advanced bomber-trainers. After the war, Cessna Aircraft engineers wisely concentrated on the design and manufacture of small, inexpensive aircraft intended for civilian use. Numerous successful tailwheel designs, featuring side-by-side seating, rolled out of Cessna’s Wichita factory, including such classics as the Models 120, 140, and 170 and radial-engine 190 and 195. In 1954, the twin-engine 310 with tricycle gear was introduced, soon followed by the single-engine four-place tricyclegeared 172, which became one of the best-selling commercial aircraft of all time. Another outstanding aircraft developed during this period was the extremely popular Cessna 150, undoubtedly the most widely used trainer of the 1960s and 1970s. Cessna also somehow managed to capitalize on the considerably diminished post–World War II military market. Among its most successful military aircraft were the L-19/O1E Bird Dog, the T-37 Tweety Bird (Cessna’s first jet

aircraft), the A-37 Dragonfly, and the O-2A/B military version of the Cessna Skymaster. By the mid-1980s, Cessna’s sales and profits began to decline, attributed in large part to the general increase in liability lawsuits. This raised insurance premiums to a point where small aircraft could no longer be manufactured and sold at affordable rates. Consequently, Cessna stopped production of piston-engine aircraft in 1986 and, that same year, announced its acquisition by General Dynamics. Meanwhile, Cessna’s manufacture of larger utility turboprop and jet aircraft, particularly the Citation business jet, continued to keep the company alive and well. In 1992, General Dynamics sold Cessna to Textron, Inc., under whose auspices Cessna continues to operate as a separate entity. After more than 70 years, Cessna Aircraft has built more aircraft than any other company in the world. As it progresses into the twenty-first century, Cessna—a name that has become synonymous with general aviation—continues as an industry leader.
Steven A. Ruffin
References Phillips, Edward H. Cessna: A Master’s Expression. Eagan, MN: Flying Books, 1985. Rodengen, Jeffrey L. The Legend of Cessna. Fort Lauderdale, FL: Write Stuff Enterprises, 1998.

Chadwick, Roy (1893–1947)
British aeronautical engineer. Born on 30 April 1893 in Farnworth, Lancashire, Chadwick studied engineering at Manchester College of Technology before joining Alliott Verdon Roe as designer for A. V. Roe and Company in 1911. He worked closely with Roe on the firm’s early aircraft, culminating in the very successful Avro 504, which after front-line service as a bomber became Great Britain’s standard basic trainer from 1916 until 1932. After World War I, Chadwick, as Avro’s chief designer, developed light aircraft, including the record-breaking Avian; military types, most notably the Tutor basic trainer; and a series of successful airliners, initially based upon Fokker trimotors, that led to the Avro 652 and its military derivative, the Anson. In 1937, Chadwick, who had experimented with structures for large all-metal aircraft for some years, designed the Manchester. This large, fast, heavily armed aircraft, capable of transporting a very substantial bombload over long ranges, entered production in 1939 and went into service the following year. It was not entirely successful because of deficiencies in its two Rolls-Royce Vulture engines. Chadwick proposed replacing these with four Merlins on a slightly ex-

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tended wing. The result was the Lancaster, the most important and successful British heavy bomber of World War II; its final derivative, the maritime reconnaissance Shackleton, remained in front-line service into the 1980s. Chadwick’s final design was the Tudor, an interim pressurized transatlantic airliner. He died in the crash of a Tudor on a test flight on 23 August 1947.
Paul E. Fontenoy
See also Avro 504; Avro Aircraft; Avro Lancaster References Jackson, A. J. Avro Aircraft Since 1908. London: Putnam, 1965.

Brest, France, to Germany in February 1942. The operation was code-named CERBERUS by the Germans and was personally ordered by Adolf Hitler, who believed the ships were needed to protect Norway. Though they had long anticipated such a move, the British were caught by surprise and made only disjointed and unsuccessful air and naval efforts to stop the transit, hampered by German jamming and their own command failures. The British were embarrassed by their failure, but actually they were the winners. There was no planned invasion of Norway, and none of the German ships would again threaten British commerce in the Atlantic.
Grant Weller
See also Atlantic, Battle of the; Fairey Aircraft; Royal Flying Corps/Royal Naval Air Service/Royal Air Force References Taylor, Theodore. Battle in the English Channel. New York: Avon, 1983.

Chamberlain, Neville (1869–1940)
Son of nineteenth-century British politician Joseph Chamberlain. Neville became mayor of Birmingham in 1915 and went on to serve as a member of Parliament (1918–1940), chancellor of the exchequer (1931–1937), and prime minister (1937–1940). He was the chief architect of Britain’s policy of appeasement toward Germany’s Nazi government and signed the notorious Munich Agreement in 1938, calling it “peace in our time.” Throughout the 1930s he resisted rearming on both financial and philosophical grounds and became bitter enemies with Winston Churchill, who urged support for the Royal Air Force. Only after Hitler took over the rest of Czechoslovakia did Chamberlain reluctantly drop his appeasement policy and actively support rearmament. He was forced into declaring war when Hitler invaded Poland in September 1939 and had to call Churchill back into the government as First Lord of the Admiralty. After military debacles in Norway, Chamberlain resigned in May 1940 after failing to gain all-party support for a national government, paving the way for Churchill to take over.
Christopher H. Sterling
See also Baldwin, Stanley; Churchill, Winston; Ten-Year Rule References Dilks, David. Neville Chamberlain. 2 vols. Cambridge, UK: Cambridge University Press, 1984. Fuchser, Larry William. Neville Chamberlain and Appeasement: A Study in the Politics of History. New York: Norton, 1982. Ruggiero, John. Neville Chamberlain and British Rearmament: Pride, Prejudice, and Politics. Westport, CT: Greenwood Press, 1999.

Chateau Thierry, Battle of (1918)
Marked the real debut of the U.S. Air Service. Although the first American aircraft squadrons had operated in the relatively quiet Toul Sector since April 1918, and the 2d Company of the Balloon Section had been continually at the front since February, it was at Chateau Thierry that the 1st Pursuit Group and the I Corps Observation Group encountered heavy German opposition. It was also in this battle that units began to operate in a coordinated fashion rather than as independent units under close Allied supervision. For the first time also the squadrons were under an American commander, Colonel William Mitchell, who had tactical command of the observation units and administrative command of the pursuit group. German forces at the battle included the famous Richthofen Flying Circus (Jagdgeschwader I). Although still formidable and more than capable of giving the neophyte Americans a hard time, the Flying Circus had suffered since Baron Manfred von Richthofen’s loss in April and was by this time clearly past its prime. Lothar von Richthofen (the Baron’s younger brother) observed during this period that he and Erich Lowenhardt were the about the only experienced pilots still remaining. The American units acquitted themselves well and went on to greater achievements at Saint Mihiel and the Meuse Argonne.
James Streckfuss
References Richthofen, Lothar von, and Janice Hayzlett, trans.“My First Time at the Front.” Over The Front 14, 3 (1999): 231–241. Thayer, Lucien M. America’s First Eagles: The Official History of the

Channel Dash
The successful transit of the English Channel by the German capital ships Scharnhorst, Gneisenau, and Prinz Eugen from

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U.S. Air Service, A.E.F. (1917–1918). Mesa, AZ: Champlin Fighter Museum Press, 1983.

Chennault, Claire L. (1890–1958)
Major general in the U.S. military and leader of the famed Flying Tigers; he was a controversial Allied air commander in China during World War II. Chennault was born on 6 September 1890 in Commerce, Texas. He became a pilot in 1919 and specialized in fighter tactics. He retired from the U.S. Army in 1937 because of increasing deafness. Following the 1937 Japanese invasion of China, Colonel Chennault became air adviser to General Chiang Kai-shek, accepting an offer to train fighter pilots for the Chinese air force. He returned to the United States in early 1941 to recruit American pilots to fly for the Chinese (which was done with the U.S. government’s permission). Chennault formed the American Volunteer Group (Flying Tigers), which began flying against the Japanese on 20 December 1941 when their P-40B Tomahawks inflicted heavy damage on Japanese

bombers attempting to attack Kunming. The Flying Tigers flew supplies, provided air cover for the Burma Road, succeeded in protecting the Chinese capital of Chunking, and fought the Japanese in the skies over southwestern China. Using surprise, mobility, precision flying, and unorthodox tactics, Chennault’s pilots downed an estimated 286 Japanese aircraft while losing eight American pilots killed in action. Four other pilots were listed as missing, and three men were killed on the ground. In April 1942, Chennault was recalled to active U.S. service, promoted to brigadier general, and given command of U.S. Army Air Forces units in China. These were consolidated as the Fourteenth Air Force in March 1943 under Chennault’s command. Major General Chennault resigned his command on 6 July 1945. He died in New Orleans on 27 July 1958.
James H. Willbanks
See also American Volunteer Group; Curtiss P-40 “Warhawk” References Chennault, Claire L. Way of a Fighter. New York: G. P. Putnam’s Sons, 1993. O’Diear, James. Touching the Clouds: The General Claire Chennault Story. New York: Alexander Books, 1995.

Cheshire, Geoffrey Leonard (1917–1992)
One of the most decorated British bomber pilots during World War II; one of only seven Victoria Cross winners to survive that conflict. After the war he founded what is now one of the world’s largest providers of charity homes for the elderly. Cheshire was a poor student at Oxford University before the war—far more interested in parties and pranks than studying. He took RAF flight training and flew the first of his 101 wartime missions just six days after the Dunkirk evacuation in June 1940. He was the first junior officer to win the Distinguished Service Order after continuing a bombing attack on the Cologne railyards despite damage to his Whitley of No. 102 Squadron. He became the youngest group captain in RAF history at age 24 and moved on to fly Halifax bombers with No. 35 Squadron, authoring a well-received book in 1943. He was a pathfinder pilot with the 617th Squadron (the famed Dam Busters) after 1943. After his one-hundredth mission, he was awarded the Victoria Cross. His next and last mission was as one of two British observers at Nagasaki, where he witnessed the dropping of the second atomic bomb in August 1945. His postwar career took a very different turn when he

Claire Chennault will never be forgotten for his role as the founder of the American Volunteer Group, the famous Flying Tigers of World War II. (U.S. Air Force)

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was unable to find a suitable home for a dying older friend in 1948 and thus took the man into his own home. Others soon followed, and in 1948 Cheshire founded what became the Leonard Cheshire chain of charity homes for the ill and dying. There are now more than 250 of these in some 50 countries (the first outside of Britain was founded in 1955 in India).
Christopher H. Sterling
References Braddon, Russell. New Wings For a Warrior: The Story of Group Captain Leonard Cheshire. New York: Rinehart, 1954. Cheshire, Leonard. Bomber Pilot: A Squadron Leader’s Chronicle of Bombing Offensives 1939–1942. London: Hutchinson, 1943.

Chinese Air Force and U.S. Aid
The Chinese Revolution of 1911 failed to establish a democratic republic, and China fragmented into warlord cliques that competed to control the Peking (Beijing) government and to maintain their independent satrapies during the early 1920s. Peking’s use of airplanes to bomb targets during the Bailing Rebellion in July 1914 prompted several warlords to acquire aircraft and trained pilots. The greatest of these was Marshal Chang Tso-lin (Zhang Zuolin), the warlord of Dongbei (Manchuria). Clashes between the northern and central warlord factions in 1923–1924 involved as many as 70 planes. By 1925, the air force command of Marshal Chang consisted of five squadrons, staffed with foreign instructors and technicians, and 100 airplanes by Handley Page, Vickers, Curtiss,Vought, Ford, Junker, and Breguet. In south China, Dr. Sun Yat-sen founded his second revolutionary government in Canton, Kwangtung Province, in 1917. In 1922, Yang Sen-yi, accompanied by two Americans, returned to Canton from the United States with hundreds of cases of aviation equipment and four Curtiss JN-series aircraft. An airplane shop was established, and a trainer designed by an American was manufactured with an American engine built at that shop—the first plane built in China. The Aviation Bureau was established in 1922, and in 1924 the Aviation School began. Under Sun’s United Front, Soviet aviators taught Chinese cadets and flew alongside Chinese pilots during the Northern Expedition, led by Chiang Kaishek in 1926 to defeat the warlords and unify China. Nationalist aircraft reconnoitered enemy defenses and supported attacking infantry troops. By the end of the 1920s, Chinese military leaders realized the importance of airpower. During World War I, the powers sold arms to the Peking government.After 1917, fighting warlord factions resulted in such vast amounts of arms flowing into China that America

urged the Western powers to halt arms sales to reduce the conflict. The powers could not agree on what constituted “military aircraft and accessories.” The French thought commercial aircraft should be exempt; the U.S. Department of State sought to ban all planes, but in September 1920 the department allowed airplanes that were built strictly for commercial use. In January 1922, the U.S. Congress and President Warren G. Harding prohibited the exportation of arms and munitions of war to China, and in May the DOS again proclaimed that all airplanes were within the prohibition of embargo. The Curtiss Company’s sale of 12 planes to the Great China Airway Company created an outcry from the United Kingdom and Japan, which had forbid aircraft sales. The powers agreed that only commercial aircraft could be sold to China under the embargo. Despite the ban, arms and munitions, including airplanes, flowed into China because profits were enormous, thereby thwarting Nanking’s attempts to unify the country. In the 1920s, France and Great Britain sold aircraft to China, prompting U.S. manufacturers to complain.When the United States extended diplomatic recognition in 1928 to Chiang Kai-shek’s Republic of China (ROC) government at Nanking, American manufacturers began to seek aircraft sales. The first modern American plane delivered to China since 1922, a Ryan “Brougham,” similar to Charles Lindbergh’s plane, was delivered in October 1928 to General Chang Wei-chiang (Zhang Weiqiang), director of the Canton Aviation Bureau, who took it on a flying tour that stirred great interest in American aircraft. In 1929, a consortium of Americans created the Aviation Exploration Corporation, which signed an air-mail contract. Shortly afterward, the China Aircraft Company, representing Curtiss-Wright interests, joined other vendors to sell commercial aircraft in China. In April the consul at Canton reported that recently purchased planes had been fitted with machine guns, and other officials argued that if the United States did not sell the planes the Chinese would obtain them from other countries. In March 1929, Nanking created the National Aviation Administration and in April adopted the designation Chinese Air Force (CAF).A national aviation conference in 1931 resolved to expand the air force and establish aviation schools and factories, and China turned to the United States for assistance. In August 1929, a reorganized CAF announced its intent to purchase 62 airplanes worth $1.25 million. The State Department approved 12 Chance-Vought Corsairs armed with machine guns and bomb racks, but it would not authorize armament. China threatened to buy British aircraft, and President Herbert Hoover intervened to ship the Chance-Vought aircraft, valued at almost $1 mil-

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lion. In April 1930, China purchased another 20 Corsairs with armament, bringing the total to 32 Chance-Vought planes in six months. A number of Americans aided Chinese aviation development. Robert M. Short washed out of flight school and, after learning to fly by taking private lessons, became a second lieutenant in the Air Corps Reserve. He went to Shanghai in 1931 as a Boeing aircraft salesman. Short was hired as an instructor to oversee Chinese flight training and helped create a pursuit squadron. On several occasions he engaged Japanese planes and on 22 February was attacked by Japanese planes and became the first foreign pilot to die for China in Sino-Japanese hostilities. Nanking bought German Junkers planes, but Chinese pilots feared them and preferred American planes for their quality and ruggedness. In February 1931, Chiang sent four air officers to the United States to tour aircraft factories and investigate aircraft purchases. That June, Nanking ordered 20 more Douglas observation planes, bringing the total to 43 U.S. military planes for the year. The 1931 CAF inventory showed eight squadrons of serviceable aircraft: 30 Douglas, 32 Corsairs, five Junkers, and 15 other types. Between 1931 and 1935, the Nationalist air force helped to crush the Chinese Communist Party (CCP). Following the Japanese takeover of Manchuria, the CAF avoided combat for fear that the Japanese would bomb Nanking. In February 1932, the Nanking government, reinforced with 30 planes from Canton, engaged Japanese air units over Shanghai—China’s first aerial battle with a foreign power. On 28 February, superior Japanese forces attacked the Hangzhou air base near Shanghai. The CAF withdrew from Shanghai, as it did not want to risk losing more aircraft. With unofficial American assistance, China aviation developed greatly from 1932 to 1936. China sought airpower to compensate for weak ground forces, tenuous loyalty of several warlords, and lack of training resources—a decision that was reinforced by the strength of Japan’s airpower. Nanking diverted $11 million intended for the navy to the air force and announced a five-year program (1932–1936) to establish advanced aviation schools for pilots and mechanics, build the air force to 27 squadrons, and establish three aircraft factories and additional repair shops. An observer of the Shanghai air battle of 1932, Captain George C. Westervelt, a leading U.S. naval aviator in World War I, wrote to T.V. Soong that if China had a larger air force the Japanese occupation of Shanghai could have been prevented. Westervelt suggested that China secure a high-ranking officer to advise on aeronautical matters. China asked the United States to send an air mission to China. Colonel John Jouett, formerly in charge of U.S. Army Air Corps training, assembled flight instructors and a small

staff of mechanics in 1932 to train military pilots for the CAF. The Chinese cadets followed a program based on the sequence used by the USAAC: four months each of primary, basic, and advanced training. The program was a success— 335 qualified cadets graduated under Jouett. By 1937, the graduates of the 1932 class were captains and squadron leaders. Nanking asked Jouett to reorganize the Nationalist Air Corps, and Jouett was given authority over all foreign aviation personnel in China. The Jouett mission also aided American military aircraft sales to China. The five-year aviation program called for expenditures of more than $32 million. For 1933–1934, $2.333 million was appropriated for aircraft purchases. Major James H. Doolittle, the famous racing and stunt pilot, demonstrated the Curtiss P-40 Hawk in China, which resulted in an order for 15 Hawk pursuits. In 1933, China imported 90 percent of its planes from the United States—in the amount of $5.634 million. By 1934, China purchased 215 American planes: Northrop bombers, Douglas aircraft basic trainers, observation planes, Dolphin flying boats, a DC-2 transport, a Curtiss Condor transport bomber, Boeing pursuit planes, and Corsair observation/light bombers. Italy emerged as a rival to the United States in training the Chinese after 1933, but in general the Chinese preferred American methods and aircraft. General Chou Chih-jou (Zhou Zirou), commander of the CAF, asked Roy Holbrook, an American adviser with the Central Trust of China, to help obtain American former military pilots as replacements. Holbrook wrote to his friend, Captain Claire L. Chennault of the USAAC, seeking recommendations for pilots. In August 1936, a contingent of Americans whom Chennault recommended arrived and assumed direction of the assembly and repair departments at Hangzhou. Despite the efforts of the Nanking government, the political unity of China was tenuous during these years. In addition to the communist insurrection, Nanking had to deal with several “allied” warlord defections.After suppressing Canton’s “independence” in 1936, the Nanking government assimilated Canton’s air force and aviation school, where American instructors continued to teach. By December 1936, the Nationalist government had nearly consolidated its control over China’s factions (except the CCP). All provincial air arms were under the control of the CAF, which had a total of 645 aircraft in 12 tactical squadrons, several modern aircraft factories and aviation schools, as well as 262 useable airports. Japan denounced U.S. aviation activity in China and criticized the construction of air bases on China’s coast opposite Taiwan (a Japanese colony taken from China in 1895) and of the aircraft factory at Hangzhou. The attempted kidnapping of Chiang Kai-shek in December 1936 led to talks in 1937

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between communists and Nationalists that hinted at collaboration against Japan. This threat to Japan’s economic ambitions in China prompted the so-called Marco Polo Bridge Incident, the pretext for Japan’s attack on China in July 1937—the start of the Sino-Japanese War. In July 1937, the CAF comprised 700 planes, approximately 440 of U.S. manufacture, and most CAF group commanders had trained under Americans. Japan had about 1,530 army and navy aircraft and deployed about 400 in the Chinese theater.After hostilities erupted, Chinese aircraft attacked Japanese ships in Shanghai Harbor, and there was intense fighting over Shanghai and Nanking. In the last half of 1937, the American-trained pilots of the CAF strongly resisted Japan; in more than 50 skirmishes they shot down or destroyed about 150 Japanese planes. By December the CAF had lost a reported 131 planes—most of its combat aircraft—without acquiring replacements to match Japan’s. After the Sino-Japanese War began, the United States continued to export aircraft and war materials to both China and Japan. U.S. willingness to sell modern aircraft to China led Tokyo in August 1937 to blockade Chinese ships in most Chinese coastal waters, with assurance that “peaceful commerce” carried by third parties would be respected. Japan’s blockade was challenged by U.S. Secretary of State Cordell Hull, who noted that neither country had declared a state of war and that only belligerents could impose a blockade effecting third-party nations. President Franklin D. Roosevelt, sympathetic to China, sought to avoid a clash with Japan, and on 18 September 1937 Washington forbid U.S. government ships from transporting arms to China or Japan and warned other U.S.-registered vessels of the risks in such trade. Roosevelt allowed the Chinese to purchase arms in the United States with delivery effected via Hong Kong or Vietnam. American policy thus weakened the CAF. Between 1 July 1937 and October 1940, the United States exported only 279 aircraft to China. The need for aircraft and aviation personnel—especially trained military pilots—led China to accept a Soviet offer of help, and from November 1937 to July 1940 the Soviet Union sold 885 aircraft including about 200 SBtype bombers. Four Soviet eskadrilii (squadrons), about 250 pilots, flew Polikarpov I-15bis and I-16 fighters with Chinese units and out of northern bases in China. When France fell in June 1940, the Soviet Union withdrew from China to prepare for its defense against Germany. This loss of aid came at the time of Japan’s intensive bombing of Chungking (Zhongqing) in seeking to force China’s surrender. In August 1937, Claire L. Chennault arrived in China and accepted Madame Chiang’s offer as adviser to the CAF, a position that placed him in command of China’s aerial warfare with Japan. Chennault and several aviation business organi-

zations recruited American and foreign pilots for the CAF. On 5 August, Tokyo protested that America aided in procuring more than 180 pilots and many aviation technicians for the CAF. In 1939, H. H. Kung, China’s minister of finance, proposed sending American volunteer pilots similar to the Lafayette Escadrille of World War I. In the summer of 1940, China pressed America to increase aircraft sales. U.S. Secretary of the Navy Frank Knox recommended a $100 million loan and the sale of 500 airplanes to China. In October 1940, Chiang suggested that because the U.S. government could not send military pilots it might be permissible for China to recruit pilots in America. Chiang sent an air mission to the United States, composed of General P. T. Mow (Mao Pangzhu) of the CAF and Claire Chennault, to investigate the purchase of new fighter aircraft and recruitment of American pilots. Secretary of Treasury Henry Morgenthau discussed the possible deployment of U.S.-made bombers, to be used by China to bomb Japan, with T. V. Soong, P. T. Mow, and Chennault. Chiang then appealed directly to Roosevelt for 500 airplanes, including some B-17 bombers to bomb Japanese cities, just as Japanese gains in Southeast Asia increased Roosevelt’s concern for China. Dissention continued among Washington officials. Knox’s request that American volunteer pilots be allowed to serve China was denied by Hull on the grounds of the earlier policy. Chinese and American officials proposed that American volunteer pilots go to China under passports that misstated their purpose for travel, and by December 1940 Washington agreed to provide China with many of the latest aircraft and authorized Chennault to solicit American military aviators, who would resign their commissions and volunteer to serve in the CAF. In the eyes of Japan, the United States had allied itself with China in a war against the empire.
Richard C. DeAngelis
References Chennault, Claire L. Way of a Fighter: The Memoirs of Claire Lee Chennault. New York: Putnam’s, 1949. Pickler, Gordon K.“United States Aid to the Chinese Nationalist Air Force, 1931–1949.” Ph.D. diss., Florida State University, 1971. Xu, Guangqiu.“The Eagle and the Dragon’s War Wings.” Ph.D. diss., University of Maryland, 1993.

Chinese-American Composite Wing
In the six months following Japan’s attack on China in July 1937, the best units of the Chinese Air Force (CAF) were destroyed. In 1938, Claire L. Chennault, a civilian adviser to the CAF, assembled an international squadron of pilots as flight

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leaders for Chinese units. The Japanese A6M2 Zero, introduced in 1940, was superior to CAF aircraft. In October 1940, Chennault visited the United States in search of planes and pilots; the result was the American Volunteer Group (AVG)—military pilots who resigned their commissions to fly for China—and 100 P-40 aircraft. The AVG was disbanded on 4 July 1942 and replaced by the China Air Task Force (CATF) under then-commissioned Brigadier General Chennault. The CATF consisted of four P-40 squadrons of the 23d Fighter Group plus the B-25s of the 11th Bomb Group. Their performance convinced General Henry H. “Hap” Arnold, chief of the U.S. Army Air Corps, of the benefits of providing combat aircraft for Chinese pilots. The Chinese-American Composite Wing (CACW) was conceived by Chennault when the U.S. Fourteenth Air Force was formed in March 1943.As Chinese pilots lacked training and confidence to engage the enemy, the plan was to have an American commander, assisted by a staff of Chinese officers, head a special unit composed of Chinese and American pilots and crews. CACW plans called for a four squadrons of fighters (80 planes) and four squadrons of bombers (40 planes), all units of the CAF, to be under Chennault’s command. The 1st Bomb Group and the 3d Fighter Group of the CAF were formed on 31 July 1943, after American pilots arrived at Malir, India. One hundred Chinese cadets returned from training in the United States at Luke Air Advanced School to fly for the CACW. Training began at Malir using old AVG P-40s and B-25s that had been used in China. The Chinese and American officers had segregated facilities, and each maintained separate quarters and mess from enlisted personnel. The CACW was activated on 1 October 1943, shortly after 24 new P-40Ns and 12 B-25s were deployed to China; three additional squadrons of the CACW trained at Malir. In November 1943, the 2d Bomb Squadron began combat operations; a Thanksgiving Day raid on Japan’s largest air base in Formosa (Taiwan) shot down 14 Japanese planes and destroyed more than 50 without loss of any CACW planes. CACW pressure on Japanese forces in eastern China prompted Japan’s Operation ICHI-GO to capture Chennault’s eastern China airfields employed for B-29 bombing raids on Japan after June 1944. By late December 1944, as CACW pilots began the transition to the longer-range P-51C Mustangs, the CACW had lost 20 fighters to Japanese pilots and 35 fighters and eight bombers to enemy ground fire; no bombers were lost to Japanese interceptors, a tribute to the B-25 crews and the fighter escorts. The CACW unofficial combat record included 190 Japanese aircraft destroyed in the air, 301 on the ground; more than 2,500 vehicles were damaged or destroyed; many bridges, railroads, and enemy facilities and troops were de-

stroyed; and several hundred thousand tons of shipping was sunk. The CACW produced eight air aces, including three Chinese aces. Chennault’s experiment yielded substantial results before it was disbanded on 19 September 1945.
Richard C. DeAngelis
References Chennault, Claire L. Way of a Fighter: The Memoirs of Claire Lee Chennault. New York: Putnam, 1949. Molesworth, Carl, and S. Mosely. Wing to Wing: Air Combat in China, 1943–1945. New York: Orion Books, 1990.

Chinese Communist Air Force (People’s Liberation Army Air Force [PLAAF])
Despite the end of the Cold War, even historical information about airpower in the People’s Republic of China remains sparse and contradictory.Although the PLAAF traces its origins to 1924, when several individuals were trained at Whampoa and later received minimal training from the Soviet Union, there were no aircraft to speak of. Upon the 1945 defeat of the Japanese in World War II, the PLAAF was established, using captured Japanese aircraft and Japanese pilots as instructors. However, only about 200 pilots were trained, there was little in the way of structure, and there is no information about use of these aircraft during the civil war between communist and Nationalist forces. Genuine organization began in July 1949 using 159 aircraft of 21 types abandoned by the Nationalists. The first commander was Liu Yalou with Commissar Xiao Hua, both men being chosen from the ground forces and signifying a strict subordination to the army that continues today. A Soviet mission to China in 1950 marked the start of massive assistance. Initially, this involved supplying Soviet units (which had fought air combat over Shanghai in April 1940 while wearing Chinese markings), followed by the dispatch of more than a dozen air divisions to provide interim air security and train the Chinese, who handed over their aircraft upon departure. By mid-1951, the PLAAF had 1,050 aircraft in 17 divisions, including 445 modern MiG-15s. By the end of 1954, the Soviet Union had provided 3,000 combat aircraft, including jet and propeller fighters, propeller-driven bombers and attack aircraft, and at least 100 Il-28 jet bombers. These were organized into 28 air divisions comprising 70 regiments. A dozen academies and schools trained at least 6,000 pilots and many more support and maintenance staff. China’s first air operation came in January 1950 during the occupation of Tibet, when 12 C-47 and C-46 transports dropped supplies to the advancing infantry. This unit re-

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ceived Russian aircraft and was expanded into the 13th Transport Air Division, remaining active in Tibet through the end of 1952, flying 1,282 sorties. Later during 1953, the PLAAF also used Tu-2 bombers and La-9 fighters against “bandit” resistance in Sichaun and Gansu Provinces. Contrary to widespread belief, Soviet pilots, not Chinese, flew the first MiGs to intervene in the Korean War at the end of 1950 and flew the great majority of sorties throughout the war. The first Chinese air regiment entered combat only in January 1951, attached to the Soviet 50 IAD (Fighter Aviation) and flew for only a few weeks before being relieved. In December 1951, the PLAAF finally committed the 1st Unified Air Army, with a strength of three fighter air divisions, commanded by Liu Zhen. This organization controlled all PLAAF assets committed to Korea, swelling to seven air divisions, including seldom-used propeller-driven fighters, bombers, and attack aircraft, as well as the units of the newly recreated North Korean Air Force. The Soviet pilots considered their Chinese comrades brave but poorly trained and completely unsuited for jet combat. By July 1953, the 1st OVA (Unified Air Arm) flew 22,300 sorties (versus 63,229 for the Soviets) and fought 366 air combats, claiming 271 air victories with the loss of 231 of their own aircraft and 126 pilots. Eight Chinese pilots are known to have been credited with five or more air victories; their top ace was Deng Wang, with 10 victories. Korean operations had barely ceased when the PLAAF resumed action against the Nationalist Chinese, evidence that they may not have been so badly punished in Korea as the West believed. During the successful Yijiangshan Campaign to seize Nationalist-held coastal islands, from 1 November 1954 to 18 January 1955 the PLAAF flew 288 sorties against Dachen and other islands, losing 19 aircraft to antiaircraft fire. The next combat went differently when the People’s Liberation Army decided to capture the offshore islands of Quemoy and Mastu, precipitating the Taiwan Strait Crisis of July 1958. The PLAAF was assigned the tasks of establishing local air superiority and of bombing the heavily fortified Nationalist islands; for the first time, they committed their new MiG-17F fighters. However, the Nationalists had also begun to receive modern F-86 fighters and had a significant advantage (they also had a monopoly of new heat-seeking Sidewinder air-to-air missles). The Sidewinder and the superior training of the Taiwanese pilots gave them a decisive edge. They claimed 32 MiGs shot down with a loss of four of their own, against a PLAAF claim of 14 Nationalist aircraft shot down with a loss of five MiGs. Though the truth is unknown, it is probably closer to the Nationalist version. The last air battle was fought on 14 October 1958. During the 1960s, the PLAAF continued modernizing.

From the mid-1950s, the Chinese had begun to build the MiG-17 fighter and Il-28 bomber aircraft under license, soon joined by the medium-range Tupolev Tu-16 bomber and other aircraft. From the early 1960s, they received the MiG-19, which they placed into mass production, including several original modifications. At the end of the century this aircraft, known to the Chinese as the J-6, remains the most numerous aircraft in service. They also received the first SA-2 SAMs from the Soviet Union, as well as helicopters and transports. Shortly before China’s rupture with the Soviet Union, the PLAAF received a small number of MiG-21Fs, which were placed into production without a license—but only much later due to the dislocations of the Great Leap Forward and the Cultural Revolution, which disorganized the Chinese industrial base and military. Also during the 1960s, the Chinese began a policy of providing military aid, particularly in aviation, to anti-Western Third World countries, a practice that continues. In 1962, China fought a serious border conflict in the Himalayas with India, but aviation was notably absent on both sides, probably due in part to lack of suitable bases, partly to lack of appropriate targets in the high mountains. During the Vietnam War, the PLAAF provided much training and assistance to the North Vietnamese, in return gaining experience, a chance to observe the developments in modern air warfare, and access to captured U.S. technology. According to the Vietnamese, the Chinese also stole modern Soviet equipment being transshipped to Vietnam, substituting their own older equipment. On a number of occasions, the PLAAF shot down U.S. aircraft that had strayed into Chinese airspace in the course of operations. Also, between 1962 and 1967 they shot down a number of Taiwanese U-2 and other reconnaissance aircraft over the Chinese mainland. During the 1960s and 1970s, relations between China and the Soviet Union steadily worsened, reaching a nadir in 1969 with a major border engagement along the Ussuri River. Although there are no reports that either side used airpower (except for some transport helicopters by the Soviets), this period marked the end of Russian assistance. There are also murky hints in Russian sources that during the 1960s and 1970s the Soviets shot down a number of Chinese aircraft for violating Soviet airspace. China also had a falling out with communist Vietnam, culminating in the so-called Punitive Invasion of 1979. The PLAAF provided major air support for this venture, and though details are lacking, it is generally known that even though Vietnamese air forces refrained from battle, their experienced and well-equipped antiaircraft defenses taught the PLAAF a sharp lesson. The Chinese began to open to the West from the early 1980s, and the PLAAF began to benefit, receiving new West-

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ern technology, particularly modern helicopters from the United States, Britain, and France, new transport aircraft, and improved aviation missiles and avionics, the latter particularly from Israel. This has led China to develop expertise in modernizing obsolete systems, producing such aircraft as the J-7-III, essentially a 1960s-era MiG-21F airframe with 1980s-vintage engines, avionics, and weapons. During the 1990s, alliances shifted once again, and the Chinese reestablished cordial relations with post-Soviet Russia, leading to new defense agreements and contracts. This includes the supply of 72 modern Su-27 and 30 Su-30MK jets, Il-76MD transports, and manufacturing licenses. There has been no real air combat, but the PLAAF and the PLANAF (naval air force) have been aggressive over the Taiwan Strait and the disputed Spratley and Paracel Islands in the South China Sea. Information remains uncertain, but it seems that at the turn of the century the PLAAF consisted of about 45 air divisions of some 3,350 aircraft, the PLAN-AF 9 divisions and about 540 aircraft, including 180 J-8s, 570 J-7s (MiG-21), 2,100 J-6s (MiG-19), 450 Q-5s (MiG-19 derivative) fighters; 140 H-6 (Tu-16) and 260 H-5 (Il-28) bombers; and about 450 transports. Much of the equipment is obsolete, and the air transport and helicopter resources are inadequate. Chinese pilots are also believed to fly far fewer hours per year than is considered minimally acceptable in the West and in modern noncommunist Asian nations. Although Chinese airpower has taken remarkable strides, for the foreseeable future it will remain an unbalanced force, 40 years out of date but with gradual advancement in cutting-edge technology.
George M. Mellinger
See also Fighter Air Corps; Ilyushin Aircraft; Korean War; Lavochkin Aircraft; Mao Tse Tung, and Airpower; Mikoyan-Guryevich Aircraft; Tupolev Aircraft; Yakovlev, Aleksandr S. References Allen, Kenneth W., Glenn Krumel, and Jonathan D. Pollack. China’s Air Force Enters the 21st Century. Santa Monica, CA: RAND, 1995. Shu Guang Zhang. Mao’s Military Romanticism: China and the Korean War, 1950–1953. Lawrence: University Press of Kansas, 1995.

In 1929, after a minor flying accident, Chkalov was briefly imprisoned and cashiered from the air force. Nearly two years later he was hired as a test pilot by the air force’s Scientific Research Institute. In 1936, he led a team of three in completing a nonstop flight from Moscow to Petropavlovsk (Kamchatka) to Udd Island (now Chkalov Island). In 1937, the same crew, headed by Chkalov, flew nonstop from Moscow over the North Pole to Vancouver. These exploits made Chkalov a national hero, and he was immediately named a deputy to the Supreme Soviet of the USSR. The following year he was killed in an air crash while flying the prototype I-180 fighter. Although it was officially ruled an accident, many questions have been raised about his death. According to Georgi Baidukov, his copilot on the transpolar flight, it resulted from the Polikarpov Design Bureau’s deliberately submitting a substandard aircraft for testing in order to meet a deadline. Family members allege that the aircraft he was flying was sabotaged on Stalin’s order, because Chkalov had spoken up on behalf of victims of the Great Purges.
William B. Green
References Abramov, Aleksey. U kremlevskoy steny (By the Kremlin Wall). Moscow: Izd. Politicheskoy literatury, 1980. Baudukov, Georgiy F. Chkalov. Moscow: Izd. Molodaya gvardiya, 1977; translated as Russian Lindbergh: The Life of Valery Chkalov. Washington, DC: Smithsonian Institution Press, 1991. Chkalova, Olga E., and Igor V. Chkalov. Fotoal’bom V.P. Chkalov (V.P. Chkalov: A Photographic Album). Moscow: Izd. Planeta, 1984. Chkalova, Valeriya V. Chkalov bez grifa “sekretno” (Chkalov Declassified). Moscow: Poligraphresursy, 1999.

Churchill, Winston S. (1874–1965)
Britain’s prime minister during World War II and a longtime student of airpower. To the despair of his wife and friends, Churchill actively sought his own pilot’s license in the years leading up to World War I when serving as First Lord of the Admiralty, feeling he would better understand the growing naval concern with aviation if he himself could fly. He halted his efforts only shortly before he would have soloed, an action taken in the face of several fatal crashes by others. He returned briefly to flying in 1919 but gave it up for good after a crash that could easily have killed him. But it was Churchill’s actions while in various ministerial roles that demonstrated his interest; by the end of World War II, one authority concluded that he alone among the world’s prime ministers had shown a real understanding of the meaning of air power. He promoted naval aviation and formed the Royal Naval Air Service just before World War I.

Chkalov, Valeri Pavlovich (1904–1938)
Soviet test pilot and aviation pioneer. V. P. Chkalov was born in the village of Vailevo (since renamed Chkalovsk) on 15 December 1904. Chkalov joined the Red Army as an aircraft mechanic in 1919 and, despite being underaged, completed the Yegorevsk Military-Theoretical School for Aviators in 1922 and was commissioned as a captain. He quickly demonstrated extraordinary skill in aerial acrobatics.

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He even claimed to have invented the term “seaplane.” From 1919 to 1920, he served as secretary of state for air (under Prime Minister David Lloyd George) while holding down the War Office. Upon taking that post, he stated that the Royal Air Force would remain independent (it had only become so the year before) and that “given superior thinking power and knowledge it must obtain the primary place in the general conception of war policy.” He brought back Sir Hugh Trenchard as Chief of the Air Staff (he would remain for a decade), as both agreed military aviation needs should be paramount over civil transport concerns. He proved his point by supporting RAF supervision of British-occupied territories in the Middle East (in part to cut costs) and by supporting Trenchard’s quest for a thriving air force equal to the army and navy. During the 1930s, out of office, Churchill made his living by writing books and articles, some of the latter on aviation. Just a year before World War II began, he asked in a magazine piece whether airpower was decisive and concluded that the Spanish civil war demonstrated that Britain had to “acquire at the earliest possible moment an air force at least equal to that of any Power within striking distance of her shores.” Out of power until after the war began, however, Churchill could only berate Parliament about the parlous state of British air defense in the face of the growing German air threat. On taking the prime ministership in May 1940, Churchill’s energies were pulled in many directions. Nonetheless, he was always open to ideas and means for supporting the hard-pressed RAF. His famous speech at the time of the Battle of Britain—“never have so many owed so much to so few”—even today brings home his view of the RAF’s central position in Britain’s survival. But he did more than use words or wear his air commodore uniform or visit front-line air units. By appointing his longtime friend Lord Beaverbrook as minister of aircraft production, he revitalized the British air industry to manufacture even more fighters (the top priority) and bombers. He had to determine the priority between Coastal Command and Bomber Command, almost always deferring to the latter in an attempt to get at the heart of German wartime production ability. Churchill was unerring in his support of Fighter Command’s Hugh Dowding and Bomber Command’s Arthur Harris, even when both were under attack from rivals. During Churchill’s second term as prime minister (1951– 1955), the Air Ministry expanded more rapidly among the three services; air was the means by which Britain would deliver its growing nuclear capability. But that policy had been set by the previous Labour administration and was merely continued under Churchill. In 1952, however, the Churchill government promoted development of jet bombers over a

fighter force—a decision to depend more on deterrence rather than defense. Winston Churchill will live in history as one of the great defenders of freedom, a staunch advocate of air warfare during Britain’s most perilous moment.
Christopher H. Sterling
See also Beaverbrook, Lord; Britain, Battle of; Dowding, Hugh C.T.; Harris, Arthur T.; Royal Flying Corps/Royal Naval Air Service/Royal Air Force; Spanish Civil War; Ten-Year Rule; Trenchard, Hugh References Churchill, Winston S. “Bombs Don’t Scare Us Now.” Collier’s (17 June 1939). Ferte, Sir Philip Joubert de al.“Churchill the Airman.” In Charles Eade, ed. Churchill by His Contemporaries. New York: Simon and Schuster, 1954, pp. 127–140. Gilbert, Martin, Winston S. Churchill, Volume 4: The Stricken World, 1916–1922. Boston: Houghton Mifflin, 1975. Grey, C. G.“Winston Churchill and Air Power.” The Aeroplane (8 June 1945).

Civil Air Patrol (CAP, in World War II)
Established on 1 December 1941 for U.S. civilian air defense. The CAP searched for lost aircraft, provided emergency radio communication, exposed youngsters to aviation, and provided disaster relief. It was open to citizens 18 and over of good moral character and proven loyalty. The first volunteers were competent in flying, radio, mechanics, office work, and guard duty. From bases ranging from New Jersey to Florida, the CAP watched for U-boats and either bluffed them by diving or reported them to military aircraft. In early summer 1942, CAP planes began carrying bombs and depth charges. Planes of the CAP actually sank two submarines before the Navy began protecting the sea lanes in August 1943. Over 18 months, the CAP flew 24 million miles over water, spotted 173 subs, attacked 82 with bombs or depth charges, and reported 17 floating mines. It spotted 363 survivors of ship sinkings or aircraft wrecks and reported 91 ships in distress. Twenty-six CAP personnel lost their lives in coastal patrol. After 1943, search and rescue missions flew 24,000 hours and located 100 aircraft. From October 1942, CAP tracked infiltrators from Mexico; its 4,720 missions reported 176 unidentified aircraft and 6,874 unusual activities. CAP also managed and maintained 215 airfields, serving as guards, mowing grass, patching potholes, and so on. Building 81 new airfields, CAP also lengthened runways, installed lights, and built hangars on 108 others. Other support included courier service, towing targets, and flying for searchlight practice.

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By war’s end, 135,000 people served in the CAP.
John Barnhill
References Glines, Carroll V., and Gene Gurney. Minutemen of the Air: The Valiant Exploits of the Civil Air Patrol in Peace and War. New York: Random House, 1966. Civil Air Patrol Headquarters Website. http://www.capnhq.gov.

Civil Aviation: Impact of Military Advances
Civil aviation has gained more from military advances than vice versa, due largely to the high cost of and government support for military priorities in wartime. The exigencies of war increase the pace of technical advances and aviation. World War I saw great advances. The aircraft of 1914 were outclassed in every way by those flying in 1918. This was true in virtually all measures—speed, load-carrying capacity, range and effective ceiling, and especially in the reliability of engines and aircraft structures. The trend toward aircooled rather than water-cooled engines and the increasing use of metal in aircraft structures were two important steps. So was the introduction of mass production of aircraft, which greatly increased efficiency and quality standards. Most airliners (and thus airlines) developed after World War I with government support (except in the United States and Britain, where Minister of Aviation Winston Churchill felt companies should literally fly on their own). This led to several commercial operations in 1920 that had foundered by 1923. The British government then played a central role in starting and supporting Imperial Airways (1924–1940) to catch up with European airline expansion. U.S. reluctance to put government funds into air transport in the early 1920s meant that Europe led in airline innovation for much of the interwar period. Yet mainland Europe took a different route, drawing from the wartime precedent of government support for military aviation. In France, Holland, and other European countries, government subsidies for fledgling air transport operations were usually assumed and forthcoming. Likewise, when the German Lufthansa firm developed out of several earlier airlines in 1926, it was substantially supported by the government, which owned more than a quarter of the airline. Simultaneously, many early airliners were modified from military models because they were readily available, and it was soon evident that bombers and transports have parallel aims—to carry a heavy load as cheaply as possible over a long distance. In Britain, the first airliners used by Imperial’s short-lived commercial predecessors were modified from

D.H. 4 and D.H. 9 single-engine biplane bombers; the fourengine HPW 8 transport of 1920 was based on the Handley Page 0/400 bomber. Germany and France also used lightly modified single-engine military models, though the French were able to introduce a larger transport based on the Farman “Goliath” bomber. Military flying was starved for funds between the wars, and U.S. military services undertook some spectacular endurance flights in an attempt to regain public support while testing their capabilities. The U.S. Navy’s 1919 transatlantic flight with four NC flying boats was the first, though soon eclipsed by the British nonstop flight with a Vickers Vimy aircraft later the same year. In 1922, the U.S. Army created a 4,400-mile model airway covering 35 cities and used it for training and transport purposes. The army, which allowed some civil pilots to use the airway as well, included 12 weather stations in a pioneering attempt to strengthen the connection between accurate weather forecasting and flight safety. A year later, two Army fliers using a Fokker T-2 twinengine monoplane flew nonstop in 27 hours from Long Island to San Diego, demonstrating that such air distances were possible even with the crude equipment of the time (of course, the only cargo carried was fuel). And in 1924, four U.S. Army Douglas World Cruisers took off from Seattle in an attempt to fly clear around the world; two of them were the first to accomplish the feat weeks later. All of these pioneered what would become commercial routes when aircraft and facilities were up to the task of scheduled routes for passengers. World War II had even more dramatic effects on postwar civil aviation. Development of radar by Allied and Axis powers would eventually be of tremendous value to civil flying and military and civil air-traffic control. Jet propulsion was first applied during the war but was applied to pioneering airliners only four years after the war ended. Swept-wing design and engines mounted in pods beneath the wing were ideas drawn from Junkers wartime designs that would prove important to postwar U.S. jet bomber and then jet airliner design. Military development or improvement of numerous airports, combined with development of efficient long-range landplanes (bombers, patrol craft, and transports) spelled the doom of flying boats for civil and military applications. Expensive to maintain and less efficient than landplanes, flying boats served through and after the war for naval patrol purposes but could not survive airline efficiency demands past the 1940s, with only minor exceptions. Regular transatlantic flying became commonplace thanks to ferrying flights of men and aircraft. Improved means of allweather flying, long-range navigation, and instrumentation all contributed. So did pressurization, applied in an airliner

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(the Boeing 307 “Stratoliner”) in 1940 but first widely used in high-altitude long-range bombers during World War II (indeed, the Model 307 itself had developed from Boeing’s B-17 bomber). Many immediate postwar airliners grew directly from military designs. British interim transports included the York and Lancastrian, both based on the Lancaster bomber (same engines, wing, undercarriage, and tail) and the Halton, based on the Halifax bomber. But they offered too little payload for the expense of running their military engines and were soon phased out. In the United States, the B-29 heavy bomber led directly to the C-97 military transport and Boeing 377 “Stratocruiser” airliner (all three shared engines, wing, undercarriage, and tail). Military leadership in civil aviation development continued after 1945, pushed by fear and the arms race brought about by Cold War tensions. Unlike the period after World War I, when military spending all but disappeared in the United States for two decades, post-1945 military aviation spending (save for a brief drop 1945–1950) continued at high levels. USAF development of jet bombers, especially the Boeing B-47, had a direct impact on later jetliner development in at least two ways. First, the engine layout developed by Boeing (drawn in considerable part from German prototype development late in World War II) was followed in the company’s pioneering Dash 80 prototype for the 707 airliner series. Engines slung in pods below the wing had several advantages over other options (such as buried in the wing roots, as with Britain’s pioneering Comet, or hung on the back, as with the French Caravelle) that were made clear in wind-tunnel tests and actual experience with the B-47 bomber fleet. When the B-47 was joined by the B-52, the Air Force needed an aerial refueling tanker faster than the four-piston-engine KC-97. In 1954, the Air Force ordered the KC-135 derivation from the basic 707 airframe, providing badly needed support to Boeing, which had financed the prototype on its own. Boeing soon obtained government permission to launch the 707 airliner using some of the same rigs in the governmentowned Renton manufacturing facility. Closer cooperation was evident elsewhere. The Soviet Union made a pattern of developing early jet airliners from existing bomber designs, thus saving time and expense in getting the civil versions into service. The Tu-16 twin-jet bomber (called “Badger” by NATO) became, with only marginal changes, the pioneering Tu-104 jetliner in 1955. Likewise, the huge turboprop Tu-95 long-range bomber (dubbed “Bear” by NATO) was the forebear of the Tu-114 long-range airliner. Both aircraft—and several later Soviet airliners— retained the overall bomber airframe and glazed nose windows originally intended for bombsighting.

Since its earliest days, military aviation has provided impetus to the development of airlines worldwide.
Christopher H. Sterling
See also Civil Aviation: Impact on the Military References Jarrett, Philip, series ed. Biplane to Monoplane: Aircraft Development, 1919–1939. London: Putnam, 1997. ______. Modern Air Transport: Worldwide Air Transport From 1945 to the Present. London: Putnam, 2000. Lofton, Laurence K. Jr. Quest for Performance: The Evolution of Modern Aircraft. Washington, DC: National Aeronautics and Space Administration, Government Printing Office, 1985. Stroud, John. Soviet Transport Aircraft Since 1945. London: Putnam, 1968.

Civil Aviation: Impact on the Military
Although military advances generally guide those in civil aviation, there have been important exceptions. In Germany, the DELAG firm was formed in 1909 to provide passenger airship service but also provided training for military Zeppelin crews. But the most significant developments occurred during the 1919–1939 period, between the world wars.Aviation development, especially pure research, was driven more by commercial than military priorities during this time. Military budgets were small in many countries until the eve of World War II. U.S. aeronautical research centered on the Department of Commerce’s National Bureau of Standards and focused on improving engine reliability and aircraft instrumentation and, in the 1920s, developing an airborne radio direction finder for the War Department. The National Advisory Committee for Aeronautics, formed in 1915, focused on the continued shift to manufacture aircraft from metal rather than wood; away from biplane and more to monoplane structures; development of stressed-skin construction; devising retractable undercarriages; improving wing design; and refining controllable-pitch propellers. Results of this government work were soon applied by civil and military fliers alike. Policy changes helped place civil aviation in the aviation vanguard. The Kelly Air Mail Act of 1925 shifted air mail from government to fledgling airlines that needed the business and revenue. (Indeed, when the Army briefly took back airmail flights in 1934, its terrible performance illustrated how civil aviation loomed over the military.) Then the presidentially appointed Morrow Board of 1925 led to passage of the Air Commerce Act of 1926, the first federal regulation of civil aviation and the source of funding for five-year devel-

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opment programs for struggling army and navy aviation programs. Most of the important research during this era was accomplished with private support. Public attention was drawn to the annual Detroit Aviation Society/Ford Reliability Tours (held from 1925 to 1931, when the Depression brought them to a halt). Publicity and the chance for a prize led to concerted efforts to improve airplane reliability on all levels, and submissions came from Europe as well as the United States. The army often provided fliers to accompany the contestants on some legs. The participating airplanes were far more capable than most military models of the period. The Daniel Guggenheim Fund for the Promotion of Aeronautics spent $2.8 million from 1926 to 1930 in a multifaceted program of immense importance to civil and military flying. Although focused at first on civil aviation needs, it turned in 1928 to more fundamental problems in aerodynamics. Its grants to eight universities improved aviation engineering education. Guggenheim’s Model Air Line project allowed Western Air Express to purchase Fokker trimotors to use between Los Angeles and San Francisco. As with the Army model airway that preceded it by four years, this airway focused on the importance of an organized aviation weather service to regular air operations, whether civilian or military.With Army pilot James Doolittle doing the legwork, Guggenheim supported vital research into blind and instrument flying. The fund also supported an international safeaircraft competition and helped to promote the image of aviation in national air tours by Richard E. Byrd (1926) and Charles Lindbergh (1927). Racing was a focus of public interest and helped to improve airplane design during the interwar period. Various air races in the United States often featured military as well as civilian pilots. Internationally, the Schneider Cup Trophy air races of 1913–1931 (they were suspended during World War I) were a major spur to seaplane development, attracting both private and government-supported military entries. The annual competition prompted substantial improvement in engines, aerodynamics, and streamlining. The series was finally won definitively by the British with the graceful Supermarine racers designed by R. J. Mitchell, which were immediate predecessors of the Spitfire fighter. In structure and streamlining, civil air transports outpaced military designs. The process began with the classic Junkers F.13 of 1919, perhaps the most widely used airliner in the 1920s. Of all-metal construction, the F.13 was a fourpassenger monoplane in a biplane era.And unlike converted bombers, it was designed for passenger service from the start. More than 300 were built. Leadership then moved to the United States, with the pathbreaking work of William

Stout and then the Ford Motor Company with its famous 1926 Tri-Motor, an all-metal aircraft with substantial load capabilities and steady flying characteristics. Nearly 200 were made before production ceased in 1932; there was even a bomber version, though it was not successful. The similar Junkers Ju 52/3m appeared the same year; thousands of copies of the German airliner were manufactured, half of them during World War II. Both of these aircraft emphasized reliability and strength over beauty. The early 1930s saw a breakthrough when airliners’ designs as well as airspeeds were far ahead of military aircraft. The value of streamlining was demonstrated with a number of handsome single-engine U.S. airliners built from 1927 through the 1930s. Northrop’s Alpha (1930), Delta (1933), and Gamma (1932) aircraft represented one approach. The Lockheed single-engine airliners—the Vega, Sirius, Altair, and Orion series—were even better known and used by several airlines. Boeing manufactured the first modern twin-engine airliner, the Model 247, in 1933. This plane was far ahead of its civilian rivals, let alone any military aircraft. Lockheed’s twin-engine Electra series (the L-10 first flew in 1934) expanded the lead, figuring in important long-distance flying feats, including Amelia Earhart’s and Howard Hughes’s around-the-world flights. Refined L-14 (1937) and L-18 Lodestar (1938) models served in a variety of airline and then military roles in the 1940s. Britain’s Imperial Airways lagged with lumbering biplanes until the handsome S.23 C-class all-metal Empire flying boats of 1936, which opened many routes to British colonies in Africa and Asia. The design led directly to the wartime Sunderland naval patrol boat. The ultimate airliner of the period—the Douglas DC-2/3 series—was an established standard around the world by 1941. At the same time, most military aircraft were aging biplanes. The developing DC-4 and Constellation four-engine airliners demonstrated that the military could rely on civil designs for military air transport.And so they did until after World War II, when purpose-built military transport designs became important. British, French, and Dutch airlines pioneered service into and across Africa and Asia in the 1930s, developing needed airports, hot-and-high take-off procedures, means of navigation in regions with little infrastructure, and regular schedules for people, mail, and some freight over long distances. Their airliners, at first biplanes of marginal reliability but soon all-metal aircraft with vastly improved range and carrying capacity, paved the way for wartime military routes. U.S., British, and German efforts to span the all-important Atlantic barrier likewise developed the expertise needed for

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wartime ferry flights and postwar airline use. U.S. and British efforts focused on long-range flying boats, with the inception of regular (and highly expensive) passenger flights in mid-1939. The 1937 Focke-Wulf Fw 200 Condor was the first four-engine landplane to fly the Atlantic (in 1938) and also tested a Lufthansa route to Tokyo. Only briefly in airline service, the handsome aircraft could fly better than 200 mph, faster and farther than most military planes of that time. Likewise, Pan American’s transpacific flights of the late 1930s helped pave the way for regular military transoceanic transport flights during the war. The ever-larger and more capable Sikorsky S.42 (1934), Martin 130 (1935), and Boeing 314 (1938) flying boats were far beyond anything operated by the U.S. and most foreign military services. Although none directly led to military models, the techniques and procedures used to fly them long distances were of immense wartime value.
Christopher H. Sterling
See also Civil Aviation: Impact of Military Advances References Gray, George W. Frontiers of Flight: The Story of NACA Research. New York: Knopf, 1948. Leary, William M., ed. Aviation’s Golden Age: Portraits from the 1920s and 1930s. Iowa City: University of Iowa Press, 1989. Miller, Ronald, and David Sawers. The Technical Development of Modern Aviation. New York: Praeger, 1970.

Civil War (U.S.) and Use of Balloons
The first use of airpower for military purposes in the United States occurred in the Civil War. Union and Confederate forces used balloons for a variety of purposes such as artillery spotting, observing troop movements, estimating enemy strength, and observing construction of fortifications. The Union Army organized a balloon department led by civilians from August 1861 through July 1863. It had seven balloons under the control of Thaddeus Lowe and two under John LaMountain. Lowe and LaMountain were bitter rivals and never joined forces. Lowe employed notable aeronauts of the day such as John H. Steiner, Ebenezer Seaver Jr., James Allen, Ezra Allen, and John B. Starkweather; LaMountain operated as a solo aeronaut. Both balloon teams used military troops who were detailed from the closest corps to where the balloons were stationed. These troops supported balloon maintenance and operations. Approximately 30 men were used to operate each balloon. By the end of the war, more than 300 troops had been trained to support the balloons.

Lowe was an inventive genius. He developed a system of successful telegraph operations from his tethered balloons. He conceived and constructed the first specifically designed flat-top aircraft carrier, called the G. W. Park Custis, and at least twelve portable gas generators that were used in the field and on the Park Custis. Lowe would launch a tethered balloon from the carrier, which was originally a coal barge, and had it towed up and down the Potomac, James, and York Rivers, allowing observations of the enemy from a mobile platform. Operationally, the Union balloons did not use hot air, but hydrogen or city utility gas. The balloons were deployed at a variety of strategic locations, ascending to heights of about 1,000 feet and tethered to the ground in order to make observations lasting many hours. More than 3,000 flights were made in this manner. Union balloons were used extensively around Washington, D.C., in the Peninsula Campaign right after Antietam, and at the Battles of Fredericksburg, Chancellorsville, and Island No. 10. Although LaMountain would mostly make observations from a tethered balloon, he occasionally performed a number of sensational “free” (untethered) flights over Confederate positions, relying on oppositely directed wind currents at different layers of the atmosphere to bring his balloon back to the Union lines. LaMountain is also credited with the first tethered balloon observations from a moving steamer around Fortress Monroe,Virginia. The Confederates would occasionally operate a few balloons but never established an infrastructure to support them. It is believed that they did not use professional balloonists but pressed into service novices such as John Randolph Bryan and Potter Alexander. Confederate ballooning was performed largely in response to the Union effort.
James L. Green
References Haydon, F. Stansbury. Military Ballooning During the Early Civil War. Baltimore: Johns Hopkins University Press, 2000.

Civil Wars
A domestic conflict between military forces of the same state or political entity is known as a civil war. Airpower has played an important role in civil war, beginning in the nineteenth century. There have been roughly 40 intrastate, political, secessionist, or ethnic conflicts in which airpower was employed. Airpower, since its introduction into warfare, has emerged as an integral and decisive part of these conflicts and has been employed in diverse strategic, climatic, and

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terrain conditions. Additionally, the air dimension of civil wars stimulated or emphasized some significant changes in air technology, organization, strategy, and tactics. In 1849, Austrian troops unsuccessfully experimented with the balloon bombing of the rebellious Venetians. Balloons were also used in 1862 during the U.S. Civil War, where Union and Confederate forces used balloons for a variety of purposes: artillery spotting, observing troop movements, estimating enemy strength, and observing construction of fortifications. During the war in France in 1871, the Commune of Paris tried to use balloons for reconnaissance and propaganda purposes. In most civil wars during the first half of the twentieth century, government troops and foreign interventionist forces employed airpower for machine-gunning, bombing attacks, and reconnaissance. In some important cases, domestic antagonists used aircraft for air-to-air combat (Russia in 1918–1920, China in the 1920s, Spain in 1936–1939). Civil wars also emphasized the critical importance of air dominance and developed sophisticated air operations. Examples of this include the use of railroads for massive transport of air units and strategic maneuver between the fronts; combined operations, including seaplane support to ground troops (Russia); air strikes on naval targets and the dissemination of propaganda by air (Russia, Spain); and interdiction of enemy supply lines (Spain). The second half of the twentieth century witnessed largescale employment of airpower in civil conflicts. These include China in 1945–1949; Congo/Katanga in 1960–1967; Ethiopia/Eritrea in 1961–1991; Iraq/Kurdistan since 1963; Rhodesia in 1965–1980; Nigeria/Biafra in 1967–1970; Angola and Mozambique in 1975–1991; and elsewhere. The guerrilla nature of many civil wars made helicopters with light automatic weapons and grenades a useful tool for attacking rebel formations. The guerrillas in turn developed a new generation of antiaircraft weapons, especially surfaceto-air missiles. The historical and military experience of air operations in civil wars saw significant developments, including massive airlift of troops, weapons, and supplies (China); the first use of air-to-air guided weapons during the 1958 air battles between communist and Nationalist Chinese aircraft (Taiwan Strait); the introduction of mixed antiguerrilla fire forces with the extensive use of antipersonnel bombs (Rhodesia); the use of chemical weapons by government air forces (Iraq/ Kurdistan; Laos since 1975); the rise of helicopter gunships to a dominant role in air operations (Angola, Mozambique, Sri Lanka, Nicaragua, and El Salvador); and the use of aircraft for large-scale refugee movements (Biafra). Since the use of aircraft during the U.S. expeditions into

Mexico in 1914–1916, foreign airpower interventions have been an important pattern of civil wars. There were many decisive and crucial air interventions by third parties in civil wars: the Italians, Germans, and Soviets in Spain in 1936– 1939; the RAF in Greece in 1944–1949; the French in Chad in 1983–1984; the Turks in Cyprus in 1974; and India in Sri Lanka in 1987–1990. Additionally, some interventions of the twentieth century demonstrated important operational and tactical decisions in the use of airpower. These include the first air operation in support of naval attack (U.S. flying boats for mine searching in Vera Cruz, Mexico, 1914); the first combined air-naval operation (the Allied seizure of Archangel, Russia, 1918); the first successful dive-bombing (U.S. Marines in Nicaragua, 1927); the first massive and decisive airlift of troops (Germans into Spain, 1936); the first decisive airborne assault in civil war (U.S.-Belgian rescue operation in Congo, 1964); and the use of gas attacks (Egyptian intervention in Yemen, 1962–1970). Some foreign military interventions in civil wars, involving large-scale use of airpower, evolved into major local wars, as with U.S. involvement in Vietnam and the Soviet intervention in Afghanistan.
Peter Rainow
See also Chinese Communist Air Force; Counterinsurgency Operations; Gunships; Helicopters, Military Use; Somalia; Soviet Air Force; Spanish Civil War References Brown, David, Christopher Shores, and Kenneth Moskey. The Guinness History of Air Warfare. Enfield, UK: Guinness Superlatives, 1976. Flintham, Victor. Air Wars and Aircraft: A Detailed Record of Air Combat, 1945 to Present. New York: Facts on File, 1990. Haighan, Robin. Air Power: A Concise History. New York: St. Martin’s, 1972.

Clark, Joseph J.“Jocko” (1893–1971)
World War II aircraft carrier commander and Korean War fleet commander. Clark was born in Pryor, Oklahoma, on 12 November 1893 and attended the U.S. Naval Academy, graduating in 1917 with the original class of 1918. His career followed the standard path; he served on destroyers, saw convoy duty at the end of World War I, and commanded USS Bulmer. Clark volunteered for flight training, becoming a naval aviator in 1925. He commanded Fighting Squadron 2-B, embarked on USS Lexington, served as Lexington’s air officer from 1936 to 1937, commanded Patrol Wing Two, and was executive officer of USS Yorktown. Following the out-

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break of war with Japan, he quickly gained tactical experience in carrier warfare. In 1943, Clark became the first commanding officer of the new Yorktown. He subsequently led carrier formations around Saipan, Iwo Jima, and Okinawa. In 1946, Clark became assistant Chief of Naval Operations (Air). He next commanded Carrier Division Four, his post at the outbreak of the Korean War. He led Task Force 77 during initial combat operations and subsequently headed naval air bases (Eleventh and Twelfth Naval Divisions), as well as Carrier Division Three. In 1952, he was promoted to vice admiral, became commander of First Fleet, and almost immediately moved to command of Seventh Fleet. Clark worked closely with his Air Force counterpart, Lieutenant General Glenn Barcus, integrating naval aviation into the overall air campaign. Offensively oriented, Clark took the war to his land-based enemy whenever possible, winning the trust of United Nations Commander General Mark Clark. He later successfully shifted the focus of naval air strikes to interdict communist supply lines. Clark was promoted to full admiral upon retirement from active duty in 1953. Following a career in the corporate world, Clark died in St.Albans, New York, on 13 July 1971.
Michael S. Casey
See also Iwo Jima; Korean War; Okinawa; STRANGLE References Clark, Joseph J., and Clark G. Reynolds. Carrier Admiral. New York: McKay, 1967. Reynolds, Clark G. The Fast Carriers: The Forging of an Air Navy. Huntington, NY: Robert Krieger, 1978.

ners and as the chief Allied negotiator with the Vichy administration in Algeria. As a commander of the U.S. Fifth Army and later the Fifteenth Army Group in Italy, Lieutenant General Clark skillfully managed the multinational military formations and provided effective interservice coordination, including employment of airpower for isolating the battlefield. Winston Churchill was deeply impressed by Clark’s command ability and called him “the American Eagle.” At the same time, Clark’s attempt to reach Rome by frontal advance led to the bitterly fought Battle of Monte Cassino (January-May 1944) and destruction of its medieval monastery by massive bombing. Although demonstrating the spectacular power of strategic bombing, this action’s operational effect was limited and remains a matter of controversy. After World War II, Clark took several command positions: commander of U.S. troops in Austria (1945–1947), commander of the U.S. Sixth Army (1947–1949), and chief of Army field forces (1949–1952). During the Korean War, Clark supported the idea of retaliatory bombing of military targets in Manchuria and China. In 1952, he was appointed commander in chief of U.S. troops in the Far East as well as UN troops in Korea. Clark undertook a bombing campaign to regain success on the ground and bring about the ceasefire with the North Koreans and the Chinese. After the war, Major General Clark served as president of the Citadel in Charleston, South Carolina (1954–1965); he retired from the Army in 1965. During the Vietnam War, he supported President Richard Nixon’s decision to resume the air campaign over North Vietnam. Clark died in Charleston on 17 April 1984.
Peter Rainow
See also Anzio, Battle of; Cassino, Battle of; Italian Campaign; Korean War References Blumenson, Martin. Mark Clark. New York: Congdon and Weed, 1984. Clark, Mark W. Calculated Risk. New York: Harper and Brothers, 1950. ______. From the Danube to the Yalu. New York: Harper and Brothers, 1954.

Clark, Mark W. (1896–1984)
U.S. Army general; liberated Rome during World War II and terminated the war in Korea.Also a strong advocate of largescale use of airpower in support of ground operations. Mark Clark was born in Watertown, New York, on 1 May 1896. After graduating from West Point in April 1917, he served in France as commander of an infantry company and then a battalion.After World War I, he took various army assignments, attended the Fort Leavenworth Command and General Staff College (1933) and Army War College (1936), and was promoted to commander, 3d Infantry Division. Clark obtained the reputation as an extremely effective trainer of his troops, conducting exercises in realistic and innovative manner. In 1942, General Clark was appointed commander of the U.S. II Corps in England. He contributed enormously to the success of Operation TORCH in 1942 as one of its main plan-

Clark, Wesley K. (1944–)
U.S. Army general. Wesley K. Clark was born in Little Rock, Arkansas, on 23 December 1944. A 1966 graduate from the U.S. Military Academy at West Point and career armor officer, Clark made his greatest contribution to airpower history as Supreme Allied Commander Europe during the bombing of Yugoslavia by the North Atlantic Treaty Organization (NATO) in Operation ALLIED FORCE (23 March–9 June 1999).

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Clark’s rise to prominence in U.S. policy regarding the former Yugoslavia stems from his involvement in the 1995 Dayton Peace Accord. At Dayton, Clark forged relationships with many of the leaders of Yugoslavia, whom he would go to war against during ALLIED FORCE in 1999. Clark believed he had a special insight into the mindset of Yugoslav President Slobodan Milosevic, which influenced his employment of airpower in ALLIED FORCE. During ALLIED FORCE, Clark found himself at odds with his Allied Air Forces Southern Europe commander, U.S. Air Force Lieutenant General Michael C. Short, who was in direct command of ALLIED FORCE air operations. Short, who also had met with Milosevic on several occasions, wanted an air campaign that would inflict massive damage on the Yugoslav hierarchy and infrastructure, compelling the Yugoslav government to sue for peace in Kosovo. Clark, by contrast, feared a strategic bombardment would bring world condemnation and unravel the fragile NATO coalition. Instead, he believed that the Yugoslav Third Army in Kosovo was the true center of gravity in the conflict and demanded interdiction strikes against fielded forces as well as close air support for Kosovo Liberation Army rebels. This disagreement in strategy led to much verbal sparring between Clark and Short throughout the conflict, as well as a campaign strategy that seemed to wander from one objective to the next for the entire 78-day effort. In the aftermath of ALLIED FORCE, both Clark and Short would claim their strategy was the one most responsible for Milosevic’s capitulation to NATO demands. Short claimed the attacks on key Yugoslav government buildings and the electric power grid ended the war. Clark, ever the Army officer, credited the show of NATO will for the victory. To Clark, bombing the Yugoslav Third Army and threatening a ground invasion of Serbia convinced Milosevic he could not prevail. In the end, ALLIED FORCE would become the final accomplishment in the military careers of both men.
Mark D. Witzel
References Daalder, Ivo H., and Michael E. O’Hanlon. Winning Ugly: NATO’s War to Save Kosovo. Washington, DC: Brookings Institute Press, 2000. Holbrooke, Richard C. To End a War. New York: Random House, 1998.

tional civil airport program (1940–1941). Soon after the U.S. entered World War II, he became a specialist in war production and supply and in 1942 was placed in charge of the Army procurement program. When the war was over, Clay became the deputy military governor in Germany under General Dwight D. Eisenhower. Two years later, he was elevated to commander in chief of U.S. forces in Europe and military governor of the U.S. Zone. As such he had to direct the support for a devastated civilian population and, simultaneously, supervise a denazification and deindustrialization. In 1948, when the Soviets blockaded Berlin, Clay directed a successful Allied airlift of food and supplies into the city. Following his retirement in May 1949, Clay entered private business and became active in politics as a supporter and adviser to President Eisenhower (1953–1961). In 1961 and 1962, President John F. Kennedy asked Clay to serve as his personal representative in Berlin, with the rank of ambassador, to help deal with the critical situation that had developed among the four occupying powers concerning that city’s future status. Clay died on 16 April 1978 in Cape Cod, Massachusetts.
James H. Willbanks
See also Berlin Airlift References Clay, Lucius D. Decision in Germany. Garden City, NY: Doubleday, 1950. Gimbel, John. The American Occupation of Germany: Politics and the Military, 1945–1949. Stanford: Stanford University Press, 1968.

Close Air Support
Air attacks conducted in support of friendly ground forces, normally when directly engaged with enemy surface forces. Close air support (CAS) operations emerged during World War I as pilots sought to use the advantage of altitude to identify and attack enemy forces and key positions. Attacks were initially conducted with machine guns, eventually termed “strafing,” and by dropping a variety of explosive devices such as grenades, modified artillery shells, and eventually specially designed bombs. Initially, armed observation and fighter aircraft performed ground attack missions. With experience, the air forces developed specialized ground attack aircraft, normally characterized by protective armor, multiple machine guns, and the ability to drop bombs. All sides in World War I recognized the value of using the speed and flexibility of airpower to provide timely, powerful, concentrated attacks

Clay, Lucius D. (1897–1978)
U.S. Army general who served as military governor of occupied Germany and directed the Berlin Airlift in 1948–1949. Born on 23 April 1897 in Marietta, Georgia, Clay graduated from the U.S. Military Academy in 1918. He served in Army engineer assignments before becoming head of the first na-

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against enemy ground forces, with special appreciation for the psychological effects on troops subjected to heavy air attacks. The close-attack aviation experience during World War I identified the major challenges for this type of mission. Night and poor weather conditions severely limited operations; enemy air defenses were especially intense at the front lines; command and communications systems were needed to quickly identify the most appropriate targets and to task attack aircraft for timely missions; and distinguishing between friendly and enemy forces was often difficult, especially in fluid tactical situations. CAS concepts and capabilities evolved significantly during the interwar period and were further improved during World War II. CAS developments during the interwar period were strongest in those militaries that were creating mechanized ground forces that required mobile and flexible sources of firepower, such as the German army and Luftwaffe team or the Red Army and Red Air Force team in the Soviet Union. CAS capabilities were also important for light forces that did not have significant assigned firepower resources, such as the U.S. Marine Corps or British units controlling the extensive empire. Although existing fighter designs were used extensively for ground attack missions during this period, air forces also developed specialized attack aircraft—such as divebombers—and developed tactics and procedures for the use of light and medium bombers in direct support missions. Combat operations during World War II provided the refining experience for CAS, with the Luftwaffe demonstrating considerable skill and success early in the war; British and American tactical air forces, as well as the Russian Frontal Aviation forces, developed significant capabilities as the war progressed. These wartime developments included improved aircraft performance—both in multirole fighters and specialized attack aircraft—and new munitions, such as cannons and high-velocity rockets. However, the most significant developments were the evolution of effective air-ground organizations for improved planning and coordination and the creation of effective communications systems for command and control of attack missions. Control of air strikes also was improved by assigning trained observers (often pilots) equipped with tactical radios to front-line combat units to direct attack aircraft. These observers, known as forward air controllers (FACs), helped the attack pilots identify targets and ensured that the location of friendly units was clearly established before weapons were delivered. In Korea, Vietnam, and Operation DESERT STORM, the U.S. military built on the experience of World War II, adding the use of airborne FACs to improve flexibility and to enhance the effectiveness of air attacks. After Korea, the U.S. Army, as well as many other military

forces, developed specialized attack helicopters that provided a responsive close-attack capability that was normally assigned directly to the ground commander as a firepower resource. Technological developments also significantly improved CAS capabilities in the late twentieth century, including the use of improved navigation systems, marking beacons to identify friendly and enemy locations, enhanced communications systems, laser designators, and other guidance systems that allowed precise weapons delivery close to friendly forces. CAS operations often have been the focus of significant interservice disagreement over the allocation of airpower in combat.After air superiority, ground force personnel tend to view CAS—attacks on the most immediate threat—as the best use for airpower. Air Force leaders accept the value of CAS, especially in emergencies or in fluid offensive operations, but tend to believe that other uses of scarce air assets, especially air superiority, interdiction, or strategic attack missions, are more effective in accomplishing the strategic and operational (i.e., theater) objectives. Senior air commanders often argue that deeper missions can have a greater impact on theater operations by destroying enemy forces and supplies before they can engage or maneuver against friendly forces. Additionally, enemy forces and supplies will normally be more vulnerable to attack and less protected in the rear, and enemy resources devoted to protecting the rear area will further reduce the combat potential at the front. Deep air operations also avoid the heavier defenses on the front, reduce the complex coordination requirements with friendly ground forces, and eliminate the potential for fratricide (inflicting damage and casualties on friendly forces). To reduce fratricide and control concerns, some military forces developed ground support tactics that attacked the enemy slightly behind the line of contact, often assigning another mission title, such as battlefield air interdiction. CAS operations can be highly structured, preplanned attacks, or they can be responsive to a changing tactical situation from ground or airborne alert positions. CAS missions must be tightly controlled and well integrated into the ground force commander’s scheme of maneuver and firesupport plan, and a strong command and control system is necessary for effective CAS operations.
Jerome V. Martin
See also Air Interdiction; Defense Suppression; Frontal Aviation; German Air Force (Luftwaffe); Tactical Air Warfare References Cooling, Benjamin Franklin, ed. Case Studies in the Development of Close Air Support. Washington, DC: U.S. Government Printing Office, 1990.

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Momyer, William W. Airpower in Three Wars. Washington, DC: U.S. Government Printing Office, 1982. Warden, John A. The Air Campaign: Planning for Air Combat. Washington, DC: National Defense University Press, 1988, and New York: Pergamon-Brassey’s, 1989.

Cold War
Tense standoff between the two global superpowers in the East (Soviet Union) and West (United States) that lasted some 45 years after World War II until the collapse of communism. Airpower played a critical role in the Cold War. When the specter of global thermonuclear war dominated military planning for a half-century, aviation provided the primary means of nuclear attack and defense. The skies were also the most frequent arena for direct military clashes between the superpowers and their allies. Given that the Cold War was as much about economic competition and international prestige as purely military concerns, the importance of airpower in operations other than war is too often overlooked. Atomic warfare was associated with aviation from the very beginning. The first and last nuclear weapons ever used in anger were dropped by U.S. B-29 bombers in August 1945 on the Japanese cities of Hiroshima and Nagasaki. These actions represented the end of World War II (Japan soon surrendered) and the beginning of the Cold War (erstwhile allies aligned against one another). As postwar tensions mounted, the United States clung to its monopoly on atomic weapons as its trump card in any future conflict. In the late 1940s and early 1950s, the U.S. Air Force developed the newly created Strategic Air Command into an elite force of medium- and long-range bombers capable of delivering nuclear weapons to targets throughout the Soviet Union, a strategy of massive retaliation in the event of war with the communist nation. Though the Soviet Union tested its first atomic bomb in 1949—years earlier than expected—the United States remained well ahead in its capacity for nuclear attack throughout the 1950s. In the early 1950s, the superpowers added thermonuclear weapons to their arsenals; some explosive yields were 1,000 times more powerful than early atomic bombs. By the mid-1950s, it had become possible to kill an entire nation in a matter of days. U.S. military planners hoped their nuclear superiority would deter any war, but should it come they continued to believe they could “win” a nuclear exchange by undertaking a massive first strike, thereby preventing Soviet retaliation. These hopes began to fade following the first Soviet tests of intercontinental ballistic missiles in August 1957 and the subsequent deploy-

ment by both sides of an increasing number of nucleartipped ICBMs and submarine-launched ballistic missiles. By the mid-1960s, U.S. nuclear theorists, recognizing that a global nuclear war would mean the obliteration of both protagonists, dubbed this strategy one of mutual assured destruction (known by its apt acronym MAD). It was now possible to kill an entire nation in a matter of hours. Though neither side gave up trying to develop antimissile defenses capable of hitting a bullet with a bullet (i.e., intercepting incoming ICBMs), the problem was never solved. The resulting nuclear danger posed to the U.S. and Soviet homelands provided the single greatest deterrent against the Cold War becoming “hot.” Because the bomber (or at least missiles) would always get through, airpower played a critical role in deterring World War III. The absence of global war did not mean, however, that there were no direct and violent interactions between the armed forces and intelligence services of the superpowers. Early in the Cold War, incidents most often took the form of Soviet attacks on U.S. and British aircraft as they gathered intelligence by flying near, and sometimes over, Soviet airspace. By far the most famous incident was the May 1960 downing of a U-2 spyplane piloted by Francis Gary Powers, but this was not the only incident. By one count, 40 U.S. aircraft were shot down by Soviet and their allies’ aircraft between 1947 and 1977, most while on intelligence-gathering Ferret flights. Of the 356 men involved in these 40 flights, 187 survived, 34 bodies were returned to the United States, and the fate of 135 remains unknown. There is evidence that some were captured alive.Another indication of the scope of these missions comes from the secretive U.S. National Security Agency, which stated in one of its few official publications, an eight-page pamphlet entitled “Dedication and Sacrifice,” that 152 cryptologists lost their lives during the Cold War, 64 of them while engaged in aerial reconnaissance. Direct conflict also took place during wars fought by one superpower against a proxy of the other. During the Korean War, for example, Soviet pilots, flying their own aircraft in Chinese markings, battled U.S. fighters over North Korea, a fact reportedly known to the United States through signals intercepts. Some captured U.S. pilots were probably taken to China and the Soviet Union for interrogation and never returned. By the late 1960s during the Vietnam War, there were more than 1,000 Soviet military technicians in North Vietnam maintaining and operating surface-to-air missile sites against U.S. aircraft. Similarly, though on a smaller scale, U.S. CIA officers in the 1980s delivered surface-to-air Stinger missiles to Afghan mujahideen rebels, trained them in their use, and at least once traveled with them inside Afghanistan and pointed out Soviet Hind helicopters to be shot down. And in 2001, U.S. aircraft faced the possibility of

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taking fire from U.S.-provided weapons in air strikes against Afghanistan. Given the secrecy that continues to surround these Cold War encounters, the full truth may never be known. Finally, since its inception aviation has held a certain mystique, especially within the Soviet Union (now Russia) and the United States. Given that the Cold War was as much a struggle over hearts and minds as it was about weapons and territory, airpower naturally was caught up in the competition. When the Soviet Union cut off ground access to West Berlin in the summer of 1948, it was the symbolism of benign Western technology feeding a hungry city for an entire year through airpower alone that made the Berlin Airlift such a devastating propaganda defeat for the Soviet Union. It is hard to appear to the world as the good guy when a nation finds itself literally lodging diplomatic protests objecting to the dropping of candy to children (over East Berlin); it is no coincidence that the symbolic end of the Cold War is generally taken to be the scene of Berliners (East and West) dancing together on the Berlin Wall in November 1989. The superpowers and their allies also raced to claim various aeronautical records, such as the breaking of the sound barrier by a U.S. X-1 in October 1947 and the Soviet deployment of the world’s first supersonic airliner, the ill-fated Tu144, which first exceeded the speed of sound in June 1969. (In keeping with the Cold War motif, the design of the Tu144 owed much to the illicit acquisition by Soviet intelligence agents of blueprints for the Franco-British Concorde; and the famous June 1973 crash of a Tu-144 at the Paris Air Show was due in large part to a bungled French attempt to have a Mirage fighter clandestinely photograph the Soviet jet in midflight.) The competition in space was even more intense, with the Soviet Union placing into orbit the first satellite (Sputnik, October 1957) and the first human (Yuri Gagarin, April 1961), and the United States winning the race to the moon (July 1969). Even such scientific achievements were offshoots of military projects, especially the desire of both sides to deploy the first ICBMs (the Soviet R-7 series) and the first spy satellites (the U.S. CORONA satellites). It is a fitting symbol of the post–Cold War era that at the turn of the century the largest project in aerospace exploration would be the International Space Station, the two primary sponsors being Russia and the United States. The countries continue to bicker, and Russia continues to play the poor cousin, but the end of the Cold War—as well as the disruption caused by unexpected world events—have led to more cooperative efforts.
David Rezelman
See also Air Defense Command; Antimissile Defense; Atomic Bomb; Cold War, and Commercial Aviation; CORONA Spy Satellites; Cuban

Missile Crisis; Electronic Warfare; Ferrets; Korean War; LeMay, Curtis E.; Massive Retaliation; Mutual Assured Destruction; National Security Council; North American Air Defense Command; North Atlantic Treaty Organization; Powers, Francis Gary; Satellites; Single Integrated Operational Plan; Soviet Air Force; Space Stations; Sputnik; Strategic Air Command; Strategic Arms Limitation Talks; Strategic Arms Reduction Talks; Strategic Defense Initiative; Suez Crisis; Tactical Air Command; Vietnam War; Warning Systems References Boyne, Walter J. Beyond the Wild Blue: A History of the United States Air Force, 1947–1997. New York: St. Martin’s Press, 1997. Bundy, McGeorge. Danger and Survival: Choices about the Bomb in the First Fifty Years. New York: Random House, 1988. Friedman, Norman. The Fifty-Year War: Conflict and Strategy in the Cold War. Annapolis, MD: Naval Institute Press, 1999. McDougall, Walter A.“Between the Heavens and the Earth”: A Political History of the Space Age. New York: Basic Books, 1985.

Cold War and Commercial Aviation
The Cold War dramatically affected international commercial aviation, as governments on both sides of the Iron Curtain agreed on the desirability of limiting East-West travel and contact. Washington made denying communist access to Western travel networks an essential part of its doctrine of containment, fearing Soviet leaders would pervert aviation’s benefits: Aircraft intended to bring people closer could simultaneously transport communist spies; technologies necessary for air transit could enhance communist military capabilities; and communist airlines “showing the flag” around the world could enhance communist prestige abroad. This air-containment philosophy was codified in 1948 with National Security Council Resolution 15 (NSC-15), which cut off American air ties to communist states. Soviet officials, eager on their own to limit Western access to Eastern Bloc countries, agreed with Washington’s goals if not its underlying motives. Limits imposed in Washington and Moscow only retarded East-West travel, however, as other countries, especially those on the Cold War’s dividing lines, hesitated to enforce such harsh restrictions. East-West transit remained a difficult but feasible option for travelers willing to fly through neutral or less belligerent states. Faced with détente and the growing conviction that travel could improve East-West ties, Washington approved direct flights from America to Eastern Europe in the late 1960s and to mainland China in the 1970s, though American flights to Cuba remained banned well after the fall of the Berlin Wall. The bipolar conflict also altered international aircraft sales and development, as NSC-15 additionally barred the

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export of Western commercial aircraft to communist states. Washington sought to limit communist access to aeronautical technologies present on civil airliners, since most technical advances in commercial aviation began as military projects. Indeed, military procurements were crucial to the dramatic strides made by commercial aviation during these decades. For example, Britain’s first jet airliner, the Comet, carried engines developed for bombers, and Boeing’s 707 developed from production of an Air Force tanker, the KC-135. Air-traffic control technologies also gained immeasurably from Pentagon-funded research in electronics, computers, and radar systems. America’s allies once more took a less rigid stance than Washington, however, and in 1958 Great Britain began exporting aircraft across the Iron Curtain. France soon followed, and by the mid-1960s even U.S. firms could sell in Eastern Europe; China remained offlimits until 1972. By the 1970s, détente eased travel and business between the Cold War’s belligerents.
Jeffrey Engel

fighters and bombers to reach their targets and return. CETF was credited with 25 MiG kill assists, the first in July 1965. CETF participated in the successful rescue of 80 downed aircrew members. CETF was sometimes able to place rescue aircraft over downed aircrews before they even reached the ground. CETF also prevented 3,297 friendly aircraft from violating Chinese airspace. CETF flew its last combat mission on 15 August 1973 and deactivated for return to McClellan AFB in June 1974.
James D. Perry
References Boys, Dean.“History of the 552nd Airborne Early Warning and Control Wing” and “History of the College Eye Task Force.” Available online at http://www.dean-boys.com/552/552nd.htm and http://www.dean-boys.com/552/college_eye_task_force.htm.

Colonial Wars College Eye Task Force (CETF)
Airborne radar platforms sent to Southeast Asia in April 1965 by the U.S. Joint Chiefs of Staff. Once the decision was made, the 552d Airborne Early Warning and Control Wing provided five EC-121Ds with VHF voice capability, crews, and some 100 support personnel. This detachment, initially known as the Big Eye Task Force, was rechristened the College Eye Task Force in July 1967. CETF’s main support base was in Taiwan, with a forward operating base initially at Tan Son Nhut in South Vietnam and, later, at Thailand bases in Ubon, Udorn, and Korat. CETF aircraft over the Gulf of Tonkin controlled airstrikes against North Vietnam, relayed information between strike aircraft and Seventh Air Force headquarters, warned of enemy fighter activity, vectored friendly interceptors, helped friendly aircraft find tankers, and assisted in search-andrescue operations. CETF aircraft over Laos prevented friendly aircraft from violating Chinese airspace and directed strike, escort, and combat air patrols on the border between North Vietnam and Laos. EC-121Ds carried 6 tons of surveillance equipment and a crew of 31. The twin radomes on the aircraft fuselage could sweep a 40,000-square-mile area. The radar could not, however, “look down” over land, because ground clutter obscured radar returns. From 1965 to 1973, CETF EC-121Ds flew 13,921 combat missions (for 98,777 combat hours).Aircraft were on station 24 hours a day every day and assisted more than 135,000 Military force, especially airpower, was used by colonial powers to conquer, dominate, and preserve control over their territories despite resistance and struggle for independence by local populations. There were some 40 wars, conflicts, and military actions of this kind in the twentieth century. The most distinctive feature was their one-sided character: the indisputable air dominance of colonial powers. In the two exceptions (the Italo-Ethiopian War of 1935–1936 and the First Chechen War of 1994–1996), the European powers rapidly and decisively eliminated their potential air opponents. The colonial experience also had a significant influence on technological development, organizational evolution, and expansion of major world air forces as independent services, as well as their air doctrines, combat performances, tactics, and operations. The first recorded attempt to use airpower in colonial conflicts was by Napoleon in Egypt in 1799, with he used balloons to undermine the morale of the hostile population. Britain and Spain also used balloons in military campaigns in Africa in the late nineteenth and early twentieth centuries. Aircraft surpassed balloons as an instrument of colonial control. As opposing forces usually lacked any air force, reconnaissance and ground strafing were the primary tactics. However, some expeditions introduced important operational and tactical novelties to the air warfare. These include aerial bombing (the Italian war in Tripolitania, 1911; the French campaign in Morocco, 1912–1914); casualty evacuation (U.S. Marines occupation of Haiti, 1915–1924); evacuation of populations (RAF action in Kirkuk, Mesopotamia,

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1924); and combined use of airpower and mechanized units, as well as gas attacks (the Italian war in Abyssinia, 1935–1936). Aerial bombing, ground support, and reconnaissance were used extensively during the British war in Afghanistan in 1919, the Spanish and French campaigns against the Rifs in Morocco in 1919–1926, the Soviet operations against Muslim rebels in Central Asia in 1920–1933, and the Italian expeditions in Libya and Italian Somaliland during the 1920s. Colonial wars also stimulated the development of multipurpose aircraft (bomber/transport/reconnaissance) as well as general-purpose planes. The colonial experience, as well as the effectiveness of airpower over costly ground expeditions, propelled the emergence and development of the most important contribution of colonial air operations to the history of airpower: the theory and practice of an air constabulary and aerial policing. The Royal Air Force invented this new function and was successful in performing air raids, support, communications, air cover, and evacuation in Iraq, British Somaliland, Aden, Sudan, India’s Northwest Frontier, Palestine, and Transjordan during the 1920s–1930s. These demonstrated the RAF’s ability to control disturbances, tribal warfare, and border disputes and proved its effectiveness in garrisoning the empire—and thereby proved its own indispensability as an autonomous and unified service. After World War II, the overall strategic pattern of colonial air warfare had changed dramatically. Although the Western colonial powers enjoyed improvements and innovations in air technology (jets, helicopters, power projection, and airlift capacity), they remained dependent on U.S. military and financial aid and logistic support. Nationalist forces challenged European air superiority with antiaircraft weapons from their new communist patrons and Third World allies.An active air strike on rebel external bases and supply lines usually led to the internationalization of colonial war and further isolated the colonial power. No example could better serve as a symbol of this radical shift in the balance of power than the 1961 conflict in Portuguese Goa, when the oldest colonial army in the world was swiftly overwhelmed by Indian air assaults. In addition to traditional functions (bombing raids, reconnaissance, troop transport, search and rescue), the use of airpower in colonial wars of 1945–1974 demonstrated some operational and tactical innovations. These included large-scale aircraft carrier assaults (the French in Indochina, 1947–1954; the British in Malaya, 1948–1960 and South Arabia, 1958–1963); the first operational use of helicopters for casualty evacuation (Malaya, 1950); the largest airlift since Berlin (the British evacuation from Aden in

1967); the first large-scale combat use of helicopters (French in Algeria, 1954–1962); large-scale decentralization of air operations control (Malaya,Algeria); use of air chemical attacks to eliminate jungle cover for rebels (Malaya) and food resources for insurgents (the Portuguese in Mozambique, 1961–1974); and psychological warfare (Malaya, Indochina). Although the introduction of helicopters and improvements in air mobility led mostly to success in counterinsurgency in colonial and dependent territories, they could not change the unfavorable pattern of rising nationalism and decolonization. Neither could they provide an answer to the growing urban guerrilla and terrorist operations, which developed into a dominant feature of irregular warfare, as the Russian air campaign in Chechnya in 1994–1996 demonstrated. The use of airpower against terrorist elements in the harshest conditions was again put to the test in 2001 during the U.S. air strikes against Afghanistan.
Peter Rainow
See also Algeria; Churchill, Winston; Counterinsurgency Operations; Ethiopian War; French Air Force; French Army Light Air Force; French Naval Air Force; Gunships; Helicopters, Military Use; Parachutes; Royal Flying Corps/Royal Naval Air Service/Royal Air Force; Russian Air Force (Post-Soviet) References Armitage, M. J., and R. A. Mason. Air Power in the Nuclear Age, 1945–1982. London: Macmillan, 1983. Flintham, Victor. Air Wars and Aircraft: A Detailed Record of Air Combat, 1945 to Present. New York: Facts on File, 1990. Lee, David. Flight from the Middle East. London: Ministry of Defence, Air Historical Branch, 1980. Omissi, David E. Air Power and Colonial Control: The Royal Air Force, 1919–1939. Manchester, UK: Manchester University Press, 1990.

Combat Cargo Command
U.S. Air Force airlift organization at the beginning of the Korean War. Combat Cargo Command was formed on 10 September 1950 as a response to theater airlift requirements in the Far East that were created by the Korean War. Led by airlift specialist Major General William H. Tunner, the new organization assumed operational control of all troop carrier assets in the theater. Tunner quickly brought centralized direction and standardized procedures to the airlift, replacing the earlier ad hoc arrangements. As a result, efficiency shot up. Combat Cargo supported General Douglas MacArthur’s landing at Inchon on 15 September 1950, flying urgently needed cargo into Seoul’s Kimpo airfield only hours after its capture. Tunner’s airmen then played a key logistical role in

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sustaining the Eighth Army’s northward drive toward the Yalu River, including the airdrop of the 187th Regimental Combat Team near Pyyongyang in late October. In late November 1950, the UN forces’ advance turned into a retreat when massive Chinese forces entered the war. Combat Cargo was forced to conduct an airlift in reverse, flying out wounded soldiers and tons of materiel in the face of the rapid Chinese advance southward toward Seoul. Combat Cargo was also called upon to sustain the beleaguered forces of X Corps in northeastern Korea. In some of the most challenging flying of the war, Combat Cargo’s pilots air-dropped supplies to surrounded U.S. Marine Corps outposts adjacent to the Chosin Reservoir and evacuated wounded from tiny airstrips at Hagaru-ri and Koto-ri. At one point, the airlifters attracted national press attention in the United States when they air-dropped four sections of an M-2 treadway bridge to the Marines, enabling them to escape the Chinese trap with their heavy equipment intact. In January 1951, as the military situation in Korea stabilized around the 38th Parallel, Combat Cargo Command, a temporary organization, turned over its airlift responsibilities to the 315th Air Division. It left behind an impressive record. In four and a half months, Tunner’s airlifters had flown 32,632 sorties, carried more than 130,000 tons of cargo and 155,294 passengers, and were responsible for transporting 72,960 casualties to hospitals in Korea and Japan.
William M. Leary
See also Airlift Operations, U.S.; Tunner, William H. References Leary, William M. Anything, Anywhere, Any Time: Combat Cargo in the Korean War. Washington, DC: Office of Air Force History, 2000. Tunner, William H. Over the Hump. New York: Duell, Sloan, and Pearce, 1964.

cue squadrons. Limited initially by range and load capability, these agile aircraft added a new dimension to rescue and made it theoretically possible to recover anyone from anywhere—including enemy-controlled territory. During this conflict, 340 American and Allied airmen were rescued, half of them from behind enemy lines. During the Vietnam War, rescue capabilities continued to improve. New helicopters like the HH-53 were developed that had the range and load capability to rescue a downed airman from any part of that extensive theater. Additionally, task forces of supporting A-1 strike aircraft and forward air controllers were organized and perfected to locate downed airmen and protect the lumbering helicopters. In that long and bitter conflict, 3,883 airmen were recovered by the rescue forces. In the 1991 Gulf War rescue duties were performed by specially modified helicopters of the Special Operations Command. During the seven-week campaign, there were three successful rescues from enemy territory. These efforts were duplicated in Bosnia during Operation ALLIED FORCE in 1999, when two downed American pilots were recovered again by helicopters of the Special Operations Command. Today, every service has forces capable of rescuing American or Allied personnel from enemy territory. Every reasonable effort will be made to recover personnel who are at risk of capture.
Darrel Whitcomb

Combined Bomber Offensive
Allied bombing strategy in World War II. The Combined Bomber Offensive (CBO) is the term describing the strategy of nighttime area-bombing by the Royal Air Force combined with daytime precision bombing by the U.S.Army Air Forces in Europe in June 1943 to May 1944. The objective of this campaign was to destroy the German military, industrial, and economic systems and undermine the morale of its people. The CBO was actually a strategy born of the opposing doctrines of the RAF and USAAF. The Americans, possessing many heavily armed “self-defending” long-range highaltitude B-17 and B-24 heavy bombers equipped with the extremely accurate Norden bombsight, had long advocated the concept of strategic bombing, or precision bombing of specified military targets. RAF Bomber Command had quickly discovered that its lightly gunned and armored bombers were unable to fly daylight precision bombing raids without incurring unacceptably high losses. They were thus forced to revert to nighttime area-bombing, or blanket dropping of bombs over

Combat Search and Rescue (CSAR)
Known simply as “search and rescue” in the past, CSAR continued to be a key capability of U.S. air forces, special forces, and other services. General Henry H. “Hap” Arnold realized in World War II that the U.S. Army Air Forces needed to develop a capability to recover downed aircrews. This was based on two realities. First, training aircrews required a significant investment in terms of costs and time. And second, an expectation of recovery was key to the morale of the crews themselves. He directed the creation of rescue squadrons that had some success in both the Pacific and European theaters.Almost 5,000 men were rescued. In the Korean War, helicopters were assigned to the res-

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a broad target area. The round-the-clock bombing of Axis targets resulting from these combined bombing strategies became known as the CBO. The CBO has generally been accepted as a successful campaign that achieved its objective; however, its true effectiveness and morality are still debated today. The U.S. Strategic Bombing Survey conducted at the end of the war showed a surprising lack of significant damage to heavily bombed German targets; furthermore, the Germans’ will to fight was never shown to be significantly weakened by the bombing raids. In addition, the idea that mass formations of highly armed bombers were self-defending unfortunately proved to be a myth. Finally, even precision bombing in 1943–1944 was relatively indiscriminate, resulting in high numbers of German civilian casualties and destruction of cities. Even so, there is little doubt that the CBO was the best strategy available at the time, a major contribution to the Allies’ ultimate victory.
Steven A. Ruffin
See also Casablanca Conference; U.S. Strategic Bombing Survey References Copp, Dewitt S. Forged in Fire: Strategy and Decisions in the Air War Over Europe, 1940–1945. Garden City, NY: Doubleday, 1982. Hansell, Haywood S. Jr. The Air Plan That Defeated Hitler. New York: Arno Press, 1980.

proved timeless and, as such, are still seriously studied today.
Paul G. Gillespie
See also U.S. Air Force Doctrine References Meilinger, Phillip S.“Giulio Douhet and the Origins of Airpower Theory.” In The Paths of Heaven: The Evolution of Airpower Theory. Maxwell AFB, AL: Air University Press, 1997.

COMMANDO HUNT (1968–1972)

Command of the Air (Giulio Douhet, 1921)
Early airpower treatise promoted by Italian artillery officer Giulio Douhet (1869–1930). Douhet was one of the very first to think and write critically about the role of airpower in warfare. By 1915, the year Italy entered World War I, he had already formulated his theories, which included bombing campaigns directed against the morale of an enemy’s population. However, his ideas were rejected; moreover, he was court-martialed and imprisoned for criticizing the Italian military’s conduct of the war. He was eventually exonerated and promoted to general officer in 1921, the same year he published his most famous work, Command of the Air. Making the assumption that future wars would be total and that defenses would never be capable of stopping a determined bomber offensive, Command of the Air advocated a national strategy relying upon control of the air to destroy an enemy’s vital centers. In order to mount such an effort, air forces would have to be independent of ground and naval forces, and early airmen used Douhet’s writing to argue for an independent air force. Although some of his predictions turned out to be incorrect, many of Douhet’s principles

Code name for the quintessential aerial interdiction campaign of the Vietnam War. Operation COMMANDO HUNT lasted from 10 November 1968 until 10 May 1972 and involved seven distinct consecutive campaigns of six months’ duration. It was aimed at cutting the Ho Chi Minh Trail, running some 250 miles through eastern Laos into South Vietnam and Cambodia. COMMANDO HUNT involved attacks against four target categories. First there was the attack on trucks moving along the 200 miles of paved roads and hundreds of more miles of dirt roads. Gunships, including four-engine AC-130s armed with an array of 20mm Gatling guns, 40mm Bofors cannons, and, in later models, 105mm computer-aimed howitzers, emerged as the primary aircraft in the war on trucks. Second, bombers and fighter-bombers attacked the trail complex to include roads, pathways, waterways, repair depots, rest facilities, and storage areas. The trail complex was a logistical corridor that could handle an estimated 10,000 trucks at any one time. A third aspect of COMMANDO HUNT was the attack on the terrain. Laser-guided bombs blasted the cliffs in Mu Gia, Ban Karai, and Nape Passes leading from North Vietnam into Laos in an attempt to cause landslides to close those roads. B-52 strikes, along with occasional C-123 Ranch Hand defoliation sorties, stripped away the jungle foliage. Bombs rained down on rivers and streams in an attempt to alter their courses. Fourth, there was the attack on the trail’s defenses: the estimated 1,200 23mm, 37mm, 57mm and the occasional 85mm and 100mm radar-guided antiaircraft guns that blasted away at the attacking aircraft. Beginning in 1969, laser-guided bombs were first used to blast antiaircraft guns from the relative safety of 10,000 feet. What made COMMANDO HUNT work was the Igloo White sensor system consisting of acoustical and seismic sensors dropped from aircraft and implanted in the ground and hanging from trees disguised as flora. Transmissions from the sensors were analyzed at a secret base known as Task Force Alpha (TFA) located on the Mekong River at Nakhon

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Phanom Royal Thai Air Force Base, Thailand. At TFA, analysts developed targets and directed missions against all aspects of the trail as the attack continued day and night for nearly as long as ROLLING THUNDER. In the end, the impact COMMANDO HUNT was difficult to estimate. Around 3 million tons of bombs and ordnance were expended, and many in the Air Force claimed it was another in an unbroken string of unmitigated airpower victories. Although many trucks were destroyed and the movement of supplies was by Vietnamese historians’ own admission most difficult, the bombing never closed down the trail. In fact, North Vietnam moved the war from what was basically a guerrilla war to a conventional war in the period 1968–1972, culminating in a massive, 14-division offensive originating in Laos and Cambodia and out of the Central Highlands of South Vietnam, with most of those forces having traversed the Ho Chi Minh Trail.
Earl H. Tilford Jr.
References Ballard, Jack S. Development and Employment of Fixed-Wing Gunships, 1962–1972. Washington, DC: Office of Air Force History, 1982. Littauer, Raphael, and Norman Uphoff, eds. The Air War in Indochina. Rev ed. Air War Study Group, Cornell University. Boston: Boston Publishing Company, 1971.

Commonwealth of Independent States (CIS)
Air forces of the former Soviet socialist republics, including Armenia, Azerbaidjan, Belarus, Georgia, Kazakhstan, Kyrgizstan, Moldova, Russia, Turkmenistan, Ukraine, and Uzbekistan. One other member of the CIS—Tajikistan—has no independent air force. In terms of airpower, strength, manpower, training, and experience of air personnel, as well as the aviation industry potential, there is no air force within the former Soviet Union (with the possible exception of Ukraine) that can match Russian airpower. Some fundamental factors are also influencing the shape and development of non-Russian CIS air forces. These are: the multifaceted heritage of the Soviet air force, endemic strategic instability, deep and long-term economic disarray in Eurasia, as well as the airpower limitations envisioned by the Treaty on Conventional Forces in Europe (for the European members of the CIS). The CIS air forces have predominately Soviet inventories of combat aircraft and other planes. This includes MiG-23, -25, -27, -29, -31 and Su-17, -24, -25 fighters, interceptors. and ground attack planes; Il-76, An-12, -24, -26 and Tu-134 transports; and Mi-2, -6, -8, -24, -26 helicopters. There are also a number of Czech-designed L-29 and -39 trainers.

Only the Ukrainian and Georgian air forces acquired some aircraft of Western design. By 1991, the remnants of Soviet airpower were deployed unevenly among the nonRussian republics, with 69 percent of the force stationed in Belarus, Ukraine, and Kazakhstan. The CIS air forces are almost totally dependent on Russia for design, production, and maintenance of aircraft and personnel training. Only Ukraine is self-sufficient in training and maintenance, and it has some aircraft production capacity (the Antonov transport series is mainly of Ukrainian design). Thus, airpower remains a valuable tool for prolonging Russia’s influence within the former Soviet empire. Following the Soviet breakup, former commanders of the Red Air Force tried to preserve the centralized command and control network within the common military-strategic space of the CIS. This was to serve Russian attempts to develop the Commonwealth into an institutionalized military and political entity. As the projected CIS military functions did not materialize, the post-Soviet republics established some multilateral frameworks for airpower cooperation. At the same time, the air forces of Moldova, Turkmenistan, Ukraine, and Uzbekistan emphasize bilateral technical cooperation. The air and air defense forces of Armenia, Belarus, Kazakhstan, and Russia conducted several exercises for the combined CIS air defense system. Ukraine and Russia are developing a collaborative project on a heavy transport plane of the next generation due to the production interdependence and growing cost of domestic aircraft design and development even for the largest CIS countries. Since 1992, CIS air forces experienced organizational diversity: whereas Belarus, Georgia, Kazakhstan, and Turkmenistan choose to retain the Soviet-style separation of air forces and air defense, Armenia, Azerbaijan, Moldova, Ukraine, and Uzbekistan joined the services. Yet fundamental problems, aggravated by deep economic crisis, remain: widespread shortage of fuel, lack of spare parts, inadequate training of flying personnel, and inoperable aircraft. Additionally, the bulk of the close-support aircraft (Su24, -25) has limited tactical capacity due to obsolete navigational and combat control systems. To overcome the widespread shortcoming of tactical strike aircraft, there are attempts to use jet trainers as light close-support planes.
Peter Rainow
See also Antonov Aircraft; Mikoyan-Guryevich MiG-29; Russian Air Force (Post-Soviet); Soviet Air Force; Sukhoi Su-24; Sukhoi Su-27 References Aviation and Aerospace Almanac 2000. Washington, DC: Aviation Week, 2000. International Institute for Strategic Studies. The Military Balance 2000–2001. London: Oxford University Press, 2001. Lambeth, Benjamin S. Russia’s Air Power at the Crossroads. Santa Monica, CA: Rand, 1996.

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Coningham, Arthur “Mary” (1895–1948)
RAF Air Marshal. Sir Arthur “Mary” Coningham was the architect of modern tactical airpower, creating a doctrine based upon his World War II achievements in North Africa and Europe. Born in Australia in 1895 and raised in New Zealand, Coningham endured 20 months of undistinguished World War I service in the infantry and mounted cavalry before joining the Royal Flying Corps in April 1916. He flew DH-2 and SE-5 fighter aircraft, earning distinction as commander of No. 92 squadron and his unusual nickname, “Mary,” a corruption of “Maori,” for his New Zealand roots. Coningham remained in the RAF after the war and flew in England, Iraq, and Egypt, including an extraordinary round-trip flight from Cairo to Nigeria and back in 1925. From 1939 to 1941, he commanded No. 4 Group of Bomber Command in early strategic bombing efforts against Germany. With the support of Air Chief Marshal Arthur Tedder, Coningham revamped RAF operations in the Western Desert from 1941 to 1943. He argued for prioritizing air superiority and a centralized air command coequal with ground forces, and he developed a viable air-ground support network. After the disaster at Kasserine Pass, the U.S. Army Air Forces incorporated Coningham’s ideas in Field Manual 100-20, Command and Employment of Air Power. Coningham’s mastery of tactical air operations culminated in his command of the Second Tactical Air Force supporting the Normandy invasion and drive across France. Although Coningham was appointed head of the RAF Flying Training Command, a bitter feud with Field Marshal Bernard L. Montgomery marred his postwar service. On 30 January 1948, Coningham died in an airliner crash.
References Black, Adam, and Charles Black, eds. Who Was Who, 1961–1970. Vol. 4. London: Adam and Charles Black, 1951. Orange, Vincent. Coningham: A Biography of Air Marshal Sir Arthur Coningham KCB, KBE, DSO, MC, DFC, AFC. Reprint. Washington, DC: Center for Air Force History, 1992.

During this period, Consolidated was selected to operate a new government-built production plant in Fort Worth, Texas. On 17 March 1943, the Consolidated Aircraft Corporation merged with Vultee Aircraft, Inc., becoming the Consolidated Vultee Aircraft Corporation. This name was often truncated to “Convair,” although this did not become official until 29 April 1954, when Consolidated Vultee Aircraft Corporation became the Convair division of the General Dynamics Corporation after the two companies merged. In between, the company referred to itself alternately as CVAC or CONVAIR. It is often reported that Consolidated was “owned” by the Atlas Corporation.As far as can be determined,Atlas was the single largest shareholder of Consolidated stock (about 430,000 of 2.4 million shares) but otherwise did not control the company. Atlas sold 400,000 of its shares to General Dynamics in April 1953, making General Dynamics the largest single shareholder. Subsequently, it purchased a majority of the stock, becoming the de facto owner of Consolidated. The company built both civilian and military aircraft, including everything from fighters to bombers to flying boats. Among the more notable were the famed B-24 Liberator of World War II, as well as the first operational supersonic bomber—the B-58 Hustler—and the first operational swing-wing aircraft—the F-111 Aardvark. Convair was also instrumental in developing the first intercontinental ballistic missile (the Atlas), which later went on to a very successful space-launch career. In May 1994, Martin Marietta acquired the Space Systems Division (primarily Atlas and Centaur) of General Dynamics Corporation. A year later, in 1995, Lockheed and Martin Marietta merged to form Lockheed Martin Corporation. The Lockheed Martin Corporation now controls all of the defense aspects of the General Dynamics Corporation, including the San Diego and Fort Worth assembly plants that built most of the famous Convair aircraft. The last Convair aircraft—the F-16 Fighting Falcon—is still in production by Lockheed Martin in Fort Worth.
Dennis R. Jenkins
References Wegg, John. General Dynamics Aircraft and Their Predecessors. Annapolis, MD: Naval Institute Press, 1990.

Consolidated Aircraft Corporation (CONVAIR, Convair)
Formed by Major Reuben H. Fleet in East Greenwich, Rhode Island, on 29 May 1923 when certain aviation assets of the Dayton Wright Airplane Company and the Gallaudet Engineering Company were combined into a new company. It moved to Buffalo, New York, in 1925, then to San Diego in 1934. At the time, it had 900 employees. By 1939, the company employed 6,000 and, by the middle of 1940, had grown to more than 40,000 employees to help with the war effort.

Consolidated B-24 Liberator
U.S. heavy bomber during World War II; manufactured in greater numbers than any U.S. warplane. During late 1938, the U.S. Army Air Corps saw a need for additional heavy bombardment aircraft and approached Consolidated Aircraft to supplement B-17 Flying Fortress production by Boe-

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Consolidated B-24 Liberator

Never given the public adulation accorded Boeing’s Flying Fortress, the Consolidated B-24 Liberator was nonetheless a gallant warplane that served well in all theaters. (U.S. Air Force)

ing, Douglas, and Vega. When Consolidated president Reuben Fleet was approached, he stated that his company could build a better airplane. Consolidated began design of its Model 32 in January 1939. By coincidence, Reuben Fleet had been approached by David R. Davis in 1937 to discuss wing-design theory. Not an aerodynamicist, Fleet insisted on having his chief engineer, Isaac Machlin “Mac” Laddon, and aerodynamicist George S. Schairer listen to the proposal. Extensive testing of the design in Cal Tech’s Guggenheim wind tunnel proved Davis’s concept to be far better than expected. The result was a highaspect-ratio wing that offered excellent long-range cruise characteristics. This wing that was applied to the design of the Model 32, which became the B-24 Liberator. The B-24 was powered by four Pratt and Whitney R-1820 engines. It had an 8,800-pound bombload, a service ceiling of 28,000 feet, a cruising speed of 215 mph, and a range of 2,100 miles. Manned by a crew of 10, the B-24H thru B-24J models mounted 10 .50-caliber machine guns for defensive armament. The B-24 was a stablemate of the B-17 in the European theater during World War II; however, its vulnerability to battle damage and dissimilar performance compared to the B-17 led Brigadier General Curtis E. LeMay, then commander of the 3d Air Division, to remove the Liberators completely in

favor of B-17s. The result was that the 1st and 3d ADs were equipped with B-17s and the 2d AD with only B-24s. The first raid on the Ploesti oil fields was flown by 13 B-24s from the Halverson Provisional Group on the night of 11/12 June 1942, marking the first Allied heavy bombardment mission against Fortress Europe. On 1 August 1943, the famed Ploesti raid was flown under Operation TIDAL WAVE with a force of 177 B-24s from five bomb groups (three of which were loaned from the Eighth Air Force in Europe). In the Mediterranean theater of operations, B-24s far outnumbered B-17s. Of the 21 heavy bombardment groups in the Mediterranean late in the war, 15 were equipped with B-24s. The airplanes performed well on the long-range missions deep into Germany and Austria. B-24s did far better in the Pacific theater. The missions were long, over water, with no mountainous obstacles as were encountered in the European and Mediterranean theaters, and enemy resistance was not as intense. B-24s were also modified for specialized roles as Ferrets, photoreconnaissance platforms, fuel tankers, clandestine operations, and radio/radar jamming. The B-24 was built in greater numbers than any other U.S. combat aircraft.A total of 19,257 B-24s, RAF Liberators, C-87 transports, and Navy PB4Y-2 Privateers were built at two Consolidated plants as well as Douglas (Tulsa), North

Consolidated PBY Catalina

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American (Fort Worth), and Ford (Detroit). Ford produced 6,792 complete aircraft and another 1,893 knockdown kits that were shipped by road to other plants for assembly and completion.
Alwyn T. Lloyd
See also Ferrets References Blue, Alan G. The B-24 Liberator. Shepperton, UK: Ian Allan, 1967. Lloyd, Alwyn T. Liberator: America’s Global Bomber. Missoula, MT: Pictorial Histories, 1993.

craft was too slow to be an effective deterrent. The Air Force countered that no current fighter aircraft could reach the bomber’s 45,000-foot altitudes, and in any case it was the only aircraft available that could carry the early thermonuclear weapons (hydrogen bombs). Eventual production totaled 386 aircraft in 13 distinct versions; almost half of them were configured to conduct long-range reconnaissance and signals intelligence, in addition to retaining a nuclear delivery capability. The B-36 never dropped a bomb in anger, but the reconnaissance versions flew numerous overflight and peripheral missions around China and the Soviet Union. The last B-36 was retired on 12 February 1959, replaced by the Boeing B-52 Stratofortress.
Dennis R. Jenkins
References Jacobsen, Meyers K., et al. Convair B-36: A Comprehensive History of America’s Big Stick. Atglen, PA: Schiffer, 1999. Jenkins, Dennis R. Convair B-36 “Peacemaker.” WarbirdTech Series Volume 24. North Branch, MN: Specialty Press, 1999.

Consolidated B-36 Peacemaker
Begun in 1941 when it appeared that the United States would have to conduct bombing missions against Europe from bases in the United States, the prototype ConsolidatedVultee XB-36 did not make its first flight until 8 August 1946. The aircraft was the ultimate expression of a pistonengine bomber, using six Pratt and Whitney R4360 Wasp radial engines, each developing 3,500 hp. Beginning with the B-36D, a pair of General Electric J47 jet engines were added under each outer wing panel to provide additional speed over the target. The B-36 was probably the most controversial weapon developed in the immediate postwar period, with the U.S. Navy and many members of Congress arguing that the air-

Consolidated PBY Catalina
An American amphibious aircraft noted for its distinctive shape and great versatility. The Catalina, probably the most famous flying boat in history, first flew in 1935. Early models had low production runs, but with the outbreak of war de-

Noted for its role in reconnaissance missions, the Catalina was probably the most famous flying boat in history. (Walter J. Boyne)

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mand rose dramatically. Australia, Canada, the Netherlands East Indies, the United Kingdom, and the United States operated Catalinas, and the Soviet Union produced a licensebuilt version. The PBY-1 through PBY-5 were flying boats. In 1941, an amphibious version, the PBY-5A, was introduced and became the standard. Armament and speed varied between the versions, but generally Catalinas did far better to hide in a cloud rather than try to outrun or outfight an enemy. Range was generally over 2,000 miles. Catalinas were used in an antisubmarine role and became a welcome sight to downed aviators as air-sea rescue planes. The Catalina had its greatest impact in its reconnaissance role, however. A British Catalina found the German battleship Bismarck after surface vessels lost contact, resulting in that ship’s destruction. A U.S. Catalina located the Japanese aircraft carriers off Midway, allowing the nearby U.S. carriers to launch a crippling first strike.
Grant Weller
See also Air Rescue; Antisubmarine Warfare; Bismarck, Air Operations Against; Consolidated Aircraft Corporation; Flying Boats; Midway, Battle of References Angelucci, Enzo, ed. The Rand McNally Encyclopedia of Military Aircraft, 1914–1980. New York: Military Press, 1980. Munson, Kenneth. Fighters and Bombers of World War II, 1939–1945. London: Peerage Books, 1969.

spending associated with the Korean War and National Security Council Resolution 68, the rationale for the consolidation of TAC and ADC had disappeared. Accordingly, in November 1950 TAC was reconstituted as a major command, followed shortly in January 1951 by ADC. The remaining mission for CONAC was now to administer the Air Force Reserve and the Air National Guard and to otherwise fulfill any other miscellaneous Air Force responsibilities within the continental United States. In 1968, CONAC was inactivated, and the Air Force Reserve became a separate operating agency.
David Rezelman
See also Air Defense Command; Air National Guard; Strategic Air Command; Tactical Air Command References Schaffel, Kenneth. The Emerging Shield: The Air Force and the Evolution of Continental Air Defense, 1945–1960. Washington, DC: Office of Air Force History, United States Air Force, 1991.

CONVAIR (Convair)
See Consolidated Aircraft Corporation

Convair B-58 Hustler Continental Air Command (CONAC)
Major USAF continental command from 1948 to 1968. (CONAC is not to be confused with the Continental Air Defense Command, a joint headquarters that coordinated the air defense operations of each of the services from 1954 to 1975.) In the atmosphere of severe budgetary restraint prevalent in the late 1940s, the Air Force decided that Strategic Air Command should continue for the time being to receive first priority for resources. CONAC was therefore created in November 1948 to combine the limited resources of both Tactical Air Command (TAC) and Air (later Aerospace) Defense Command (ADC), along with related elements of the Air Force Reserve. By pooling the limited tactical assets the Air Force possessed, all under one headquarters, units could be more easily shifted to whichever mission was deemed most urgent at any given time. It soon became clear that in practice CONAC’s first priority would be the air defense mission, a shift reinforced by the first test of a Soviet atomic device in August 1949. By late 1950, following the massive expansion in defense The world’s first supersonic bomber. Convair’s beautiful B-58 Hustler made its maiden flight on 11 November 1956. Powered by four General Electric J79 turbojet engines, the B-58 was capable of extended Mach 2 flight and set no fewer than 19 world records during its service career. The B-58 and its crews would also win the Thomson Trophy, Blériot Trophy, Mackay Trophy, Bendix Trophy, and Harmon Trophy. The B-58 was a tremendously advanced aircraft for its time but proved to be a maintenance nightmare in operational service. Nevertheless, it provided the United States with an extraordinary capability to deliver nuclear weapons during the height of the Cold War. The B-58 was never used in combat, although some planning was accomplished toward using it in Southeast Asia. Only 116 of the bombers were produced, and they would serve operationally until they were retired in 1970.
Dennis R. Jenkins
References Wagner, Ray. American Combat Planes, 3rd ed. Garden City, NY: Doubleday, 1982.

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The Convair B-58 Hustler was the world’s first supersonic bomber, but it proved to be expensive to operate, and many were lost in crashes. (Walter J. Boyne)

Convair F-102 Delta Dagger and F-106 Delta Dart
U.S. fighters that used the delta-wing planform that Dr. Alexander Lippisch began promoting in Germany during World War II. The concept promised high airspeeds and decent stability from a relatively lightweight airframe. When Lippisch came to the United States after the war, Convair began building an experimental fighter—the XP-92—around his delta-wing principles. The XP-92 made the first flight of an American delta-wing aircraft on 18 September 1948 and eventually conducted 118 research flights that largely validated the design. Convair was subsequently selected to build a larger and much more sophisticated delta-wing interceptor as part of Weapons System 201A, the key defensive system designed to protect the continental United States from Soviet bomber attack. The YF-102 made its first flight on 24 October 1953, but by this time analysis had shown that the design would not attain anywhere near its proposed maximum speed because of excessive transonic drag. What saved the F-102 (and several

other contemporary aircraft) was the application of National Advisory Committee for Aeronautics scientist Richard Whitcomb’s so-called area-rule principle. This resulted in a characteristic fuselage, with a shape similar to a Coca-Cola bottle, and allowed the F-102A to easily achieve its design speeds. The F-102A was not totally successful, mostly because the advanced fire-control system never lived up to expectations. This had become evident fairly early, and plans were made to proceed to an even more advanced F-102B version as soon as possible. The first operational F-102A was finally delivered on 1 May 1956, almost three years behind schedule. Convair built 875 F-102As and 63 two-seat TF-102A trainers. In 1960, the aircraft were being transferred to Air National Guard squadrons, and a few even rotated to Vietnam during 1964. By 1969, the aircraft was largely withdraw from U.S. service, and 40 were transferred to Turkey and 20 to Greece. Others were converted into PQM-102 drones. In the meantime, Convair was developing the ultimate interceptor—the F-102B, subsequently redesignated F-106A. The airframe was unmistakably related to the F-102 but had been optimized for greater performance and to accommo-

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The Convair F-106 took a long time to mature, primarily because of the sophistication of its fire control system, but it was an effective interceptor for many years. (U.S. Air Force)

date a much more powerful engine. Perhaps most important, the fire-control system was significantly improved and was well integrated into the Semiautomatic Ground Environment (SAGE, a defense network meant to provide allweather control for the interceptor force). The first F-106A made its maiden flight on 26 December 1956, and the type began joining operational units in May 1959. Convair built 277 F-106As and 63 two-seat F-106B trainers, with the last being delivered on 20 July 1960. The F-106 became the first front-line fighter to serve with the U.S. Air Force for more than 20 years. Interestingly, a world speed record of 1,525 mph set by an F-106A on 15 December 1959 remained unbroken during the period. From 1972 onward, the McDonnell Douglas F-15 Eagle gradually began to replace the F-106A as the continental defense interceptor. As they were removed from Air Force service, they were passed along to the Air National Guard, which flew the type until August 1988.
Dennis R. Jenkins
References Holder, William. F-106 Delta Dart in Action. Fallbrook, CA: Aero, 1986. Mutza, Wayne, Convair F-102: Delta Dagger. Atglen, PA: Schiffer, 1999.

Wagner, Ray. American Combat Planes, 3rd ed. Garden City, NY: Doubleday, 1982.

Coppens, Baron Willy (1892–1986)
Belgium’s “Ace of Aces.” Willy Coppens transferred from the grenadiers to aviation in 1915. Delayed in training, it was not until 1917 that he made it to the front, flying the BE.2c. Finally getting a chance to fly fighters later that year, Coppens managed two unconfirmed victories plus one forced landing by the end of the year. On 8 May 1918, he brought down the first of 35 balloons for which he would receive credit, a total that would make him the most successful balloon-buster of all time. His ultimate score of 37 put him at the head of the short list of Belgian aces. During his last mission, on 14 October 1918, he was shot down and wounded, losing a leg. His nation rewarded him with a barony, his title being Baron de Houthulst, after the forest over which many of his victories had occurred.
James Streckfuss

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References Coppens, Willy. Days on the Wing. London: John Hamilton, 1932. Franks, Norman, Russell Guest, and Gregory Alegi. Above the War Fronts. London: Grub Street, 1997. Pieters, Walter. Above Flanders Fields. London: Grub Street, 1998.

Coral Sea, Battle of the (1942)
The first setback for Japan in World War II and the first naval battle where opposing surface ships did not sight each other. In April 1942, the Japanese decided to capture Port Moresby on the southern coast of New Guinea. Taking Port Moresby would drive Allied forces out of New Guinea and isolate Australia. The invasion fleet included the light carrier Shoho and the fleet carriers Shokaku and Zuikaku. Warned by intelligence of Japanese intentions, Admiral Chester Nimitz ordered all available forces, including the fleet carriers Lexington and Yorktown, to concentrate and repel the attack. Between 3 and 8 May 1942, the two forces jockeyed for position, launching a series of air searches and air attacks. The Americans sank Shoho but lost the larger Lexington, plus an oiler and a destroyer, giving the Japanese a tactical victory. However, the Americans achieved their strategic goal of defending Port Moresby when the Japanese withdrew after Shokaku was damaged and Zuikaku suffered heavy aircraft losses. The long-term importance of the Battle of the Coral Sea was its impact on the Battle of Midway in June 1942. The U.S. repaired Yorktown in time to take part, but the Japanese could not prepare Shokaku and Zuikaku for the battle, significantly reducing Japan’s potential strength at that decisive battle.
Grant Weller
See also Aircraft Carriers, Development of; Douglas SBD Dauntless; Grumman F4F Wildcat; Hara, Chuichi; Inouye, Shigeyoshi; Japanese Naval Air Force, Imperial; Midway, Battle of; Mitsubishi A6M Reisen; Nimitz, Chester William; Pearl Harbor; United States Navy, and Aviation; Yamamoto, Isoroku References Maclean, Anne, and Suzanne Poole. Fighting Ships of World Wars One and Two. London: Peerage Books, 1986. Sherman, Frederick C. Combat Command. New York: Bantam Books, 1950.

CORONA Spy Satellites (Discoverer)

The world’s first successful spy satellites, launched initially under the public cover name DISCOVERER. In the early years of

the Cold War, the United States, spurred by fears of a thermonuclear Pearl Harbor, was desperate for information on Soviet strategic nuclear weapons programs. Beginning in the summer of 1956, the high-flying U-2 spy plane began to produce some overhead imagery of the Soviet Union, but the loss of Francis Gary Powers’s aircraft on 1 May 1960 led to cancellation of direct overflights of the Soviet Union. Fortunately, an alternative—and more effective—means of collecting overhead imagery was in work. The RAND Corporation had been studying the intelligence potential of earth-orbiting satellites since 1946, but these reports were greeted with skepticism by the U.S. Air Force. Following advances associated with early intercontinental ballistic missile (ICBM) programs, however, the Air Force in October 1956 awarded the Lockheed Corporation a contract to develop the Advanced (satellite) Reconnaissance System, dubbed WS-117L. At the heart of this program was the SENTRY (later SAMOS) satellite, which would transmit digitized images directly to ground stations. Concerns over its slow progress, however, led President Dwight D. Eisenhower in February 1958 to approve an interim spinoff system that would physically return its images on film via a recoverable capsule. This program, to be run jointly by the Air Force and the Central Intelligence Agency, was given the code name CORONA. Though the first test of the new system was ready to go in less than a year, the project was plagued with problems from the start. The first launch attempt to get off the ground, known to the public under the cover name DISCOVERER I, did place a test vehicle into orbit, but once there it was never heard from again. The 11 tests that followed, from April 1959 through June 1960, resulted only in an embarrassing series of often public failures that even included the deaths of two “crews” of four mice each, included in the flights in support of the DISCOVERER cover story. Though it contained test instruments instead of film, the capsule from DISCOVERER XIII was successfully recovered on 11 August 1960. Finally, exactly one week later, CORONA Mission 9009 (DISCOVERER XIV) succeeded in exposing 20 pounds of film over the Soviet Union and returning it to earth, the recovery capsule being snatched literally in midair by an Air Force C-119 flying 8,500 feet over the Pacific Ocean. Though the first CORONA satellite (later designated KH-1) took lower resolution images than did a U-2, this very first mission by itself photographed more of the Soviet Union than had all of the previous 24 U-2 overflights combined, revealing in the process 64 new airfields and 26 new surfaceto-air missile sites. Although four of the next five CORONA launches did fail, by the latter half of 1961 the system had become fairly reliable, with seven of the 11 missions from June through the end of 1961 succeeding. During this period the CORONA satellites in-

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corporated a succession of camera upgrades, improving the ground resolution of their images from 40 feet for the KH-1, to 25 feet for the KH-2, to 10 feet for the KH-3. To manage the new influx of imagery, Director of Central Intelligence Allen Dulles on 9 August 1960 established the Committee on Overhead Reconnaissance to set CORONA target priorities, and the following year the National Reconnaissance Office was established to centralize management of all U.S. reconnaissance satellites. In early 1962, the DISCOVERER cover story was dropped, and the workhorse of the CORONA program emerged—the KH-4. Over the next decade, 95 KH-4s (including the variants KH-4A and KH-4B) would be launched, with a success rate above 90 percent. As their service life expanded, from several days in 1960–1961 to 18 days, the quality of their now stereoscopic cameras also improved, culminating in 1967 with the J-3 camera of the KH-4B, with ground resolution of about 5 feet. (The wide-area coverage provided by KH-4s was supplemented beginning in 1964 by the first of the “close-look” GAMBIT satellites, the KH-7, with ground resolution of approximately 18 inches.) Though the KH-5 ARGON (an Army-sponsored mapping satellite) and the KH-6 LANYARD (what was left of the failed SAMOS project) did make brief appearances in 1961 and 1963, respectively, neither produced much usable imagery, and both were retired by 1964. Thus, against the initial expectations of many, it was the “interim” CORONA satellites, and especially the KH-4s, that ultimately dominated early U.S. satellite reconnaissance (along with their close-look partners, the KH-7s and KH-8s of the GAMBIT series). The importance of these early “keyhole” satellites is difficult to overstate. In the absence of hard intelligence that prevailed in the late 1940s and well into the 1950s, the United States had been surprised several times by unexpected Soviet technological advances, such as the 1949 atomic test and the 1957 ICBM test, each occurring years earlier than had been predicted. This ambiguity regarding Soviet capabilities allowed the military services, and especially the U.S. Air Force, to indulge fears that the Soviet Union might be progressing ahead of the United States in bomber and then missile production—the so-called bomber and missile gaps. The U-2 imagery of the late 1950s strongly suggested that both of these American weaknesses were myths, but it was the images produced by CORONA satellites that definitely proved by 1961–1962 that any missile gap favored the United States. By continuing to monitor Soviet bomber and missile deployment throughout the 1960s, CORONA imagery provided the hard data that allowed civilian policymakers within the U.S. Department of Defense essentially to freeze the size of U.S. strategic nuclear forces at those levels already reached by the early 1960s. In short, it was largely due to the CORONA

satellites, and their successors, that former Director of Central Intelligence Robert Gates could boast in November 1999 that, for the United States, “during the last two-thirds of the Cold War . . . there were no more strategic surprises.”
David Rezelman
See also Antisatellite Capability; Cold War; KOSMOS; Lockheed U-2; Mutual Assured Destruction; Powers, Francis Gary; Satellites; SENTRY (SAMOS) Reconnaissance System; Sputnik References Day, Dwayne A., John M. Logsdon, and Brian Latell, eds. Eye in the Sky: The Story of the CORONA Spy Satellites. Washington, DC: Smithsonian Institution Press, 1998. Lindgren, David T. Trust but Verify: Imagery Analysis in the Cold War. Annapolis, MD: Naval Institute Press, 2000. McDonald, Robert A. CORONA Between the Sun and the Earth: The First NRO Reconnaissance Eye in Space. Bethesda, MD: American Society for Photogrammetry and Remote Sensing, 1997. Peebles, Curtis. The CORONA Project: America’s First Spy Satellites. Annapolis, MD: Naval Institute Press, 1997.

Counterinsurgency Operations
The use of airpower for purposes of counterinsurgency can be divided into two sometimes overlapping approaches. The first and older approach is based upon directly attacking the supply lines of insurgent forces or the forces themselves. This can be accomplished by aerial bombing for interdiction purposes and the use of rockets and machine guns in a close air support (CAS) role of ground forces. Operation ARC LIGHT in Vietnam is an unusual example because B-52 carpetbombing raids were used for CAS purposes. The second and newer approach relies upon the transport of ground forces by helicopters, the air mobility concept (pioneered by the U.S.Army in the 1960s), and, to a declining extent, the use of airborne (parachute) forces. Counterinsurgency operations were carried out in the Middle East by the British in the 1920s, the French in Algeria and the British in Malaya after World War II, the United States in Vietnam, and the Soviet Union in Afghanistan. Typically, airpower alone will have greater counterinsurgency value in open terrain, such as deserts and scrublands, as opposed to jungles and urban zones, where much of its value is negated. With the rise of man-portable air defense systems (i.e., shoulder-fired Stinger-type surface-to-air missiles), these operations have become increasingly difficult to carry out.
Robert J. Bunker
References Berger, ed., Carl. The United States Air Force in Southeast Asia, 1961–1973: An Illustrated Account. Washington, DC: Office of Air Force History, 1984.

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Venter, Al. J. The Chopper Boys: Helicopter Warfare in Africa. London: Greenhill, 1994.

Coventry Air Raids
On the night of 14 November 1940, more than 500 German bombers staged the biggest air raid up to that time. The target, Coventry, was a historic British city with factories that produced bombers and military vehicles. Coventry had been bombed earlier, first on 25 June and again on 25 August, with 16 deaths. In October, many small raids killed 176. Operation MOONLIGHT SONATA, the Luftwaffe’s November raid, was different. Hitler wanted revenge for the RAF’s bombing of Munich, the birthplace of the Nazi Party. At 7:00 P.M. the attack began with parachute flares followed by phosphorus incendiaries to light the way for the bombers that came at 7:30, dropping 30,000 incendiaries and 500 tons of high explosives and landmines attached to parachutes. The attack was against both the industrial outskirts and the center of the city, where a huge fire erupted. When the all-clear sounded at 6:15 A.M., 4,330 homes were destroyed and three-fourths of the factories were damaged. The raid killed 554 men, women, and children and injured 865. The level of destruction was such as the world had never before seen, and the Germans coined the word “coventrized” to describe it. By the time of the last raid on Coventry in August 1942, the city had been through 41 actual raids and 373 siren alerts. Death by air raid in Coventry came to 1,236 people during World War II.
John Barnhill
References See related articles by David McGrory in Coventry Warwickshire News. Available online at http://www.cwn.org.uk/heritage/blitz/index.html. Keegan, John.“War in the West.” Available online at Dan’s History Website, http://www.danshistory.com/ww2/west.html. Kurki, Allan. Operation Moonlight Sonata: The German Raid on Coventry. Westport, CT: Praeger, 1995.

bombers, 180 single- and twin-engine fighters, and 40 reconnaissance aircraft. Carrying in some 15,750 paratroops and air-landed infantry were nearly 500 transports and 100 gliders.Another 7,000 mountain troops planned to follow by sea. Opposing them were approximately 30,000 British and Imperial troops recently driven from the mainland or dispatched from Egypt, tough fighters but lacking in artillery, tanks, and air cover. Ferocious combat began with the first of the airborne landings. German forces were very hard pressed but enjoyed good air support. Though annihilating the Germans’ attempted seaborne reinforcement, the British command began evacuation on 28 May. In the fighting on and around the island, Luftwaffe forces sank three Royal Navy cruisers and six destroyers and damaged other vessels, including an aircraft carrier. The Germans suffered grievously. Of a total of 22,000 men involved in Operation MERCURY, some 7,000 were killed and 3,400 wounded. Fully 272 transports were destroyed or damaged beyond repair. Though the paratroops’ morale remained high, the Battle of Crete marked the end of largescale Luftwaffe airborne operations.
D. R. Dorondo
See also German Air Force (Luftwaffe); Junkers Aircraft; Junkers Ju 52/3m, Ju 87 Stuka, and Ju 88 References Price, Alfred.“Luftwaffe: Birth, Life, and Death of an Air Force.” In Barrie Pitt, ed., Ballantine’s Illustrated History of World War II. New York: Ballantine Books, 1970. Quarrie, Bruce, and Mike Chappell. German Airborne Troops, 1939–1945. Men-at-Arms Series. Ed. Martin Windrow. London: Osprey, 1983. Whiting, Charles. Hunters from the Sky: The German Parachute Corps, 1940–1945. London: Leo Cooper, 1974.

CROSSROADS (1946)

Crete, Battle of (1941)
In 1941, the first seizure of a strategic target by airborne forces. The German assault of Crete on 20 May 1941 served as the culmination of a lightning campaign to drive the British from the Balkans and secure a southern flank for the German invasion of Russia. It also bolstered Italy’s fortunes in the Eastern Basin of the Mediterranean Sea. Luftwaffe forces included some 650 aircraft—280 level bombers, 150 dive-

Code name for a gigantic peacetime exercise following World War II. The 509th Bombardment unit had dropped the two atomic bombs that brought World War II to a rapid conclusion. After World War II, the 393d Bomb Squadron, 509th Bombardment Group, was stationed at Roswell Army Air Base, New Mexico. With the postwar demobilization, the unit could barely keep its B-29s in the air for routine pilot proficiency training. Its only redeeming asset was its knowledge of atomic weapons. In early January 1946, U.S. President Harry Truman had approved Operation CROSSROADS. This exercise required some 42,000 people, including Army, Navy, and civilian scientists. The object was to determine the effects of an air-dropped

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and underwater-detonated atomic weapon on naval surface vessels anchored near Enewetak Atoll. Around 2,000 USAAF personnel participated in the test with 44 aircraft. On 1 July 1946, Dave’s Dream (a B-29–40-MO, serial number 44–27354) from the 393d Bomb Squadron took off from Kwajalein Island under the command of Major Woodrow P. Swaincutt. Unfortunately, the day’s weather forecast did not provide accurate winds, thereby leaving the crew’s new bombardier, Major Harold E. Wood, to make his own assessment. The bomb dropped that day was an Mk.2 type (codenamed “Fat Man”) with a complicated set of fins. The bomb was short of the predicted area and 2,000 feet to the left. The detonation, however, was at the prescribed altitude of 500 feet. Dave’s Dream was flown back to Albuquerque for a checkout of the bombsight. A problem with the airplane was ruled out. An analysis of the photographs taken during the drop revealed that the bomb’s trajectory was not as planned, leading to the belief that one of the bomb’s fins had departed the weapon. Although the results of the airdrop were not quite as desired, the effects were substantial. The USS Nevada was still afloat, but five ships were sunk and another nine were severely damage. Had the ships been manned, there would have been no survivors because of the blast wave and the thermal and radiological effects.
Alwyn T. Lloyd
References Bright, Charles D., ed. Historical Dictionary of the U.S. Air Force. New York: Greenwood Press, 1992. Lloyd, Alwyn T. A Cold War Legacy: A Tribute to Strategic Air Command, 1946–1992. Missoula, MT: Pictorial Histories, 2000.

The RAF under Air Marshal Arthur W. Tedder fielded 700 aircraft that faced only 437 Axis aircraft at forward bases, but the proximity of Italian bases in Tripolitania, Italy, and the Balkans made Axis reinforcement easier. The RAF gained a margin of air superiority for much of the battle and successfully harassed and attacked Axis columns. The open desert terrain helped considerably in successful target acquisition, particularly in attacks against German columns during the bold move by Rommel to the Egyptian frontier (the so-called Dash to the Wire). After hard fighting, Tobruk was successfully relieved. In mid-December, the Afrika Korps and its Italian allies retreated toward El Aghelia. CRUSADER was the first significant British ground success against German forces.
Frank E. Watson
References Playfair, I.S.O., et al. History of the Second World War: Meditteranean and Middle East, Volume 3: British Fortunes Reach Lowest Ebb. London: HMSO, 1960.

Cuban Missile Crisis
Perilous events surrounding the construction of Soviet missile sites in Cuba. At no time in U.S. history had the importance of aerial reconnaissance been demonstrated more dramatically than during the Cuban Missile Crisis of 1962. In September and October of that year, Soviet officials had persistently denied their intent to install offensive weapons in Cuba, only 90 miles from U.S. shores, despite intelligence reports to the contrary. On 14 October 1962, two USAF high-flying U-2 reconnaissance aircraft photographed portions of Cuba, and analysis confirmed that bases were being constructed for intermediate-range missiles within striking distance of the United States. On 16 October 1962, President John F. Kennedy reviewed reconnaissance photos of Soviet missile installations under construction in Cuba. President Kennedy placed the U.S. armed forces on alert for whatever action might be necessary as USAF U-2 and RF-101 flights over Cuba continued, the latter aircraft sometimes flying at treetop level. The USAF Tactical Air Command (TAC) was completely mobilized as a combat force for the first time in history. In only two days, it had more than 1,000 airplanes and 15,000 personnel in southern Florida, ready for any conflict that might have developed. While Strategic Air Command (SAC) airplanes photographed Cuba from high altitude, TAC airplanes flew a constant vigil over the island at low level, obtaining photographic evidence of the communist buildup of offensive weapons.

CRUSADER (1941)

British code name for support of Allied ground operations in a desert environment during World War II. German Afrika Korps commander Erwin Rommel’s first offensive in Africa recaptured most of Cyrenaica in the spring of 1941, but the Allies maintained control of the coastal fortress of Tobruk, cut off by land from the main Allied army. Through the summer of 1941, the Axis and Allied armies opposed each other along a line approximating the Egypt-Libya frontier. RAF bombers repeatedly struck the Italian-held ports of Benghazi and Tripoli, and RAF aircraft on Malta struck shipping and ports on the Italian mainland. Both sides rushed to gather the necessary supplies for an offensive, a race won by the British, who launched Operation CRUSADER on 18 November 1941 with the intent of relieving the Tobruk fortress.

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On 22 October, President Kennedy publicly announced details of the critical situation and declared that “a strict quarantine on all offensive military equipment under shipment to Cuba is being initiated.” Meanwhile, USAF aircraft kept the island of Cuba as well as the Caribbean and Atlantic Ocean under constant surveillance, providing the U.S. Navy with data on scores of ships at sea apparently en route to Cuba. On 28 October, Soviet Premier Nikita Khrushchev agreed to remove the offensive missiles as well as the medium-range twinjet Il-28 “Beagle” bombers being assembled in Cuba. USAF reconnaissance aircraft then monitored communist compliance with the agreement.
Henry M. Holden
References USAF Musuem Website.“Tactical Air Command Cuban Crisis.” Available online at http://www.wpafb.af.mil/museum/history/postwwii/tac-cc.htm.

and Aerial Victories—The United States Air Force in Southeast Asia, 1965–1973. Washington, DC: U.S. Government Printing Office, 1976.

Curtiss Aircraft
U.S. manufacturer of aircraft and aircraft engines. Glenn Curtiss’s lightweight, high-powered, air-cooled engines found favor among aeronautical pioneers, leading to his involvement in aviation and, in 1910, his establishment of the Curtiss Aeroplane Company. Curtiss initially produced pusher biplanes. By 1914 that design was obsolete and tractor biplanes, designed by B. Douglas Thomas, replaced them. Curtiss also developed successful pusher flying boats and, with John C. Porte, a large multiengine example for a proposed transatlantic crossing. War in Europe brought Curtiss substantial orders for JN trainers, large and small flying boats, and engines.America’s entry into the war added still more orders. By 1918, Curtiss operated seven plants (plus a Canadian subsidiary) manufacturing aircraft and engines and accounted for more than one-third of America’s wartime production. The Curtiss firm survived postwar industry contraction because of its financial resources and management, design, and engineering talent. The superb D-12 engine, a series of racers, and the Hawk and Falcon lines of military singleand two-seaters brought the company substantial orders from 1923 onward. By 1929, the company had more than 3,000 employees. On 26 June 1929, Curtiss merged with the Wright Aeronautical Corporation to form the Curtiss-Wright Corporation, adding an important range of air-cooled radial engines to the firm’s products. The company survived the Depression, largely thanks to export orders, and transitioned to allmetal monoplane construction with its Shrike and Hawk 75 military models, ordered by both the USAAC and foreign air forces. All-metal biplane Seagulls and Helldivers for the U.S. Navy, and a successful range of small single- and twin-engine commercial aircraft produced in St. Louis, rounded out its 1930s product line. Conflicts in China and Europe, as well as U.S. military expansion in response to the threat of international disorder, renewed demand for Curtiss products. Contracts for almost 14,000 P-40 fighters and well over 5,000 SB2C/A-25 divebombers formed the majority of some 28,000 Curtiss aircraft produced for U.S. and Allied forces between 1935 and 1945. At the end of World War II, Curtiss-Wright, like all U.S. aircraft manufacturers, was hit by massive contract cancel-

Cunningham, Randall “Duke” (1941–)
U.S. Navy lieutenant, F-4 pilot, and first ace in Vietnam War (five MiG kills). Born in Los Angeles on 8 December 1941, Randall Cunningham graduated from the University of Missouri in 1964 and the following year earned a master’s degree in education. Cunningham joined the U.S. Navy in 1967 and received his wings the next year. He took his operational training at the Naval Air Station at Miramar, California, then joined Fighter Squadron 96. His first combat deployment was aboard the carrier America (1969–1970). On 19 January 1972, during his second Vietnam deployment with the Constellation, Lieutenant Cunningham shot down a MiG-21 and, on 8 May 1972 a MiG-19. On 10 May 1972, he downed three MiG-17s. On the way back to the carrier, his plane was hit by a surface-to-air missile and downed. Cunningham and his radar intercept officer, Lieutenant (junior grade) Bill Driscoll, were picked up at the mouth of the Red River by a search-and-rescue helicopter. In all, Cunningham flew 300 Vietnam combat missions. His decorations include the Navy Cross, two Silver Stars, and the Purple Heart. Cunningham retired from the Navy in 1988, and in 1990 he was elected on the Republican ticket to the U.S. House of Representatives from California.
James H. Willbanks
References Cunningham, Randy. Fox Two. Mesa, AZ: Champlin Fighter Museum, 1984. Eastman, James N. Jr., Walter Hanak, and Lawrence J. Paszek. Aces

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lations. Unlike some other firms, however, the only Curtiss design suitable for the postwar civil market was its twin-engine Commando, readily available in the war-surplus market. The firm’s two new military prototypes, the XF15C-1 for the Navy and the four-jet XP-87, failed to attract production orders. In 1949, Curtiss-Wright closed its Aeroplane Division and sold the assets to North American Aviation.
Paul E. Fontenoy
See also Curtiss JN-4 “Jenny”; Curtiss P-40 Warhawk; Curtiss, Glenn Hammond; Porte, John C. References Bowers, Peter M. Curtiss Aircraft, 1907–1947. London: Putnam, 1979.

Curtiss Biplane Fighters
Although Curtiss was the largest manufacturer of aircraft during World War I, it did not produce a fighter until the end of that period (the 18-T “Wasp” triplane, of which only two were built). Curtiss built 50 Orenco D fighters in 1920, one U.S. Army Engineering Service PN-1 biplane fighter in 1920, and 34 U.S. Navy Bureau of Aeronautics TS-1 biplane fighters in 1921 under the competitive procurement program, but none was a Curtiss design or added to Curtiss’s technology. In 1924 Curtiss built two TS-1s as all-metal air-

craft (the original used much wood); these were designated F4C-1s. Curtiss fighter technology got a boost from the design of racers for the Army and Navy, starting in 1921. These aircraft, the CR-1 and -2, the R-6, and the R2C/R3C, dominated Pulitzer Trophy racing, greatly influenced fighter aircraft design, and caused the diversion of the Schneider Trophy races from a sportsman’s game to serious international rivalry between governments. The PW-8 was Curtiss’s first production fighter design, being rolled out January 1923, and used much of the race plane technology, including the D-12 engine, flush wingmounted radiators, and the parallel leading and trailing edges on single-bay wings.A few months later, Boeing rolled out a similar design, the PW-9, having tapered wings that Curtiss quickly adopted for the P-1; this began a 10-year era of Army and Navy use of both companies to supply their fighters. It was not a competition, as the services desired to have two manufacturers for fighter aircraft. The airframe was enlarged slightly to accept the larger Curtiss V-1400 and V-1570 Conqueror engines as they became available. The Army’s need for trainers, which used the “AT” designation, was satisfied by fitting Hawk airframes with lower-powered Wright Hisso 200-shp engines. Most of these were later refitted with D-12s and again designated fighters. When the Navy decided to stop using liquid-cooled en-

The Curtiss P-6 was modified over the years but retained the same basic formula of World War I fighters as an open cockpit biplane with fixed landing gear and fixed propeller. (U.S. Air Force)

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gines it ordered Hawks with Pratt and Whitney R1340 Wasp radial engines. The Army briefly tried the Wasp in the P-3 series but found it unsatisfactory. Early in Navy Hawk production, the F6Cs had stiffened landing gear and arresting gear. The F7C was the first Curtiss airplane designed specifically for carrier operation. From the beginning, the Hawks had welded-steel-tube, fabric-covered fuselages and used wooden wings. The later series of biplane Hawks was built with steel wings that suffered from sympathetic vibration; these were exchanged for wooden wings. Curtiss also exploited the design in the Falcon and Helldiver lines of attack and fighter-bomber aircraft that were basically stretched and rewinged Hawks.
Douglas G. Culy
References Bowers, Peter M. Curtiss Aircraft, 1907–1947. London: Putnam; Annapolis, MD: Naval Institute Press, 1979. Shamburger, Page, and Joe Christy. The Curtiss Hawks. Kalamazoo, MI: Wolverine Press, 1972.

Curtiss, Glenn Hammond (1878–1930)
One of America’s pioneer aviators. Glenn Curtiss was born in 1878 in Hammondsport, New York. Like the Wright brothers, Curtiss started a bicycle shop but quickly moved into the arena of motorcycles and mechanical engines. His talent with gasoline engines brought him to the attention of Alexander Graham Bell, who asked Curtiss to join his Aeronautical Experiment Association (AEA) in Canada. Joining Bell and Curtiss in the AEA were Frederick Casey Baldwin, soon to be Canada’s first aviator, J.A.D. McCurdy, and Lieutenant Thomas Selfridge, who became the airplane’s first casualty. (On 17 September 1908, Selfridge died from his injuries after a crash as a passenger in Orville Wright’s plane; his was the first death to occur from a heavier-than-air aircraft accident.) Bell required each of the members to build a successful heavier-than-air craft of his own design. Every aircraft built by the AEA was powered by an engine designed by Curtiss. His flair for design and talent with engineering soon propelled Curtiss into leadership in the burgeoning field of aviation. In 1908, Curtiss introduced the AEA’s third aircraft, the June Bug. He later toured with the June Bug and won the Scientific American Trophy. Curtiss often toured and competed in aviation meets worldwide. In 1909, with the help of Baldwin and McCurdy, Curtiss opened the first aircraft manufacturing company. His business partner was A. Herring, a former employee of Octave Chanute. In 1910, Curtiss opened a flying school in Hammondsport, and America’s first fe-

male aviator, Blanche Stuart Scott, learned to fly there in the fall of that year. Curtiss’s career was marred by his court battles with the Wright brothers over patent infringement. The Wright brothers claimed Curtiss had stolen their ideas while visiting them in 1906 with Baldwin. In 1906, the Wrights believed Curtiss’s interest in aviation was a passing interest, and they were not threatened by his interest and questions. The Wrights gave the AEA advice and offered sources where their work had been published. Apparently many of the Wrights’ published suggestions were found on “June Bug,” but the Wrights were not given credit. The battle was drawn out and hostile, but with the threat of World War and the need to increase production of warplanes, the case was finally settled in 1917. Curtiss continued advancing his work by employing skilled designers, some from Great Britain, and creating one of the most popular American aircraft of World War I—the JN-4 “Jenny.” Due to postwar surplus, many aviators were able to purchase the Jenny, becoming barnstormers. This aircraft was responsible for training a majority of America’s war-time pilots and was equally important in the postwar years. Court battles so sapped Curtiss’s creative energy that he moved to Florida and became a real estate developer. He died in Florida at the age of 52.
Wendy Coble
See also Curtiss JN-4 “Jenny” References Longyard, William H. Who’s Who in Aviation History. Novato, CA: Presidio Press, 1994. Whitehouse, Arch. The Early Birds: The Wonders and Heroics of the First Decades of Flight. Garden City, NY: Doubleday, 1965.

Curtiss JN-4 “Jenny”
World War I U.S. training aircraft. The Curtiss JN-4, affectionately referred to as the “Jenny,” was the first mass-produced aircraft in America. The Jenny was without a doubt this country’s most famous aircraft during World War I and remained so for several years afterward. The idea behind the birth of the Jenny arose from concerns by U.S. military aviation officials over the dismal safety record of existing pusher-type aircraft. As a consequence, the Curtiss Aeroplane and Motor Company hired British aircraft designer B. Douglas Thomas to develop a tractor-type aircraft to replace the deadly pushers. Thomas, who had experience with both the Avro and Sopwith aircraft

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companies in England, soon came up with the Model J. The best characteristics of this aircraft were combined with those of the Curtiss Model N, culminating in a docile yet attractive two-seater aircraft designated the JN, which quickly evolved to Jenny. The JN promptly went into production at various locations throughout the United States, progressing through several designations, the most common of which was the JN-4. The Jenny soon became the standard military trainer in the United States during World War I and for several years afterward. In addition to its use by all three major service branches of the U.S. military, Canada, England, and Spain also used various models of the Jenny as a basic trainer during 1917–1918. The most common version was powered by the 90-hp OX-5 engine. Although most Jennies were used as basic flight trainers, some were equipped for more advanced training with machine guns, bomb racks, and the more powerful 150-hp Wright-Hispano engine. By the time production finally ended, more than 8,000 Jennies of several variants had been manufactured in the United States and Canada, and it had taught tens of thousands of aspiring aviators to fly. Indeed, 95 percent of all U.S. wartime pilots learned to fly in a Jenny. This adaptable aircraft remained in the U.S. military inventory until late 1927. The wartime significance of the Jenny is undisputed, but it did not reach immortality status until after the war, when thousands of surplus aircraft were put on the public market. Selling well below cost—in some cases less than $100—the Jenny became America’s premier barnstorming aircraft. Hundreds of former wartime pilots wandered like flying gypsies throughout America during the 1920s, stunting, giving rides, and putting on impromptu aerial demonstrations with their surplus Jennies.
Steven A. Ruffin
References Bowers, Peter M. Curtiss Aircraft, 1907–1947. London: Putnam, 1979. Lincke, Jack R. Jenny Was No Lady: The Story of the JN-4D. New York: W. W.Norton, 1970.

Curtiss P-40 Warhawk
World War II U.S. fighter. The Curtiss P-40 Warhawk, made famous by the legendary Flying Tigers, was one of America’s most important fighter aircraft of World War II. The P-40 originated in 1938 as the XP-40, a derivation of the mid1930s Curtiss radial-engine design, the P-36 Hawk. Unlike the Hawk, however, the P-40 was equipped with a liquid-

cooled Allison V-1710-33 inline engine, which greatly reduced frontal area and increased performance. Although the P-40 was sturdy, with good diving characteristics and an attractive, sleek-looking design, it exhibited only mediocre performance compared to most other fighters of the day. By the start of the war, in fact, the P-40 was virtually obsolete. Still, it continued to be produced in great numbers, as it was one of the few fighters already in full production and readily available from war’s outset. The P-40’s chief claim to fame was its use by General Claire Chennault’s American Volunteer Group (AVG), immortalized as the Flying Tigers. The AVG operated in China under the control of General Chiang Kai-shek in the early months of World War II. With the colorful but intimidating shark’s teeth painted on their noses, the P-40 fighter aircraft flown by the flamboyant and highly capable pilots of the AVG were extremely successful in intercepting and destroying invading Japanese aircraft. Although consistently outnumbered, pilots flying the P-40 registered a kill ratio of 25 Japanese aircraft for every P-40 destroyed in aerial combat. Because of its effectiveness, as well as the popular cause the AVG supported, the P-40 became one of the most recognized aircraft in history. The P-40 saw extensive service throughout World War II—beginning with the actual attack on Pearl Harbor. In addition to its use by the United States, the P-40 was used by 28 Allied nations, including the British in North Africa, the Australians in the South Pacific, and the Russians on the Eastern Front. Indeed, even as late as 1943 the P-40—in combination with the Bell P-39—still represented over half of the total fighter strength in the U.S.Army Air Forces. The P-40 underwent numerous design modifications throughout the war, but when the far superior P-38, P-47, and P-51 fighters arrived on the scene, the P-40 was quickly relegated to roles other than air-to-air combat, such as ground support. By the end of the war, only one U.S. squadron was still equipped with the P-40. The rugged P-40 played a significant role in winning the war because it was available at a time when most other World War II fighters were still in the planning stages, and it performed dependably and effectively until more advanced fighters became available. Even though a total of 13,738 P-40s were built from May 1940 through 1944, only a handful of these classic and historic aircraft are still flying today.
Steven A. Ruffin and Daniel A. Ruffin
See also American Volunteer Group; Bell P-39 Airacobra and P-63 Kingcobra References Bowers, Peter M. Curtiss Aircraft, 1907–1947. London: Putnam, 1979.

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The Curtiss P-40 achieved its greatest fame with the Flying Tigers, but it also proved itself in every theater of war. Rarely the fastest or most maneuverable aircraft in a combat, it was often the most rugged and served its nation well. (U.S. Air Force)

Rubenstein, Murry, and Richard M. Goldman. To Join with the Eagles: Curtiss-Wright Aircraft, 1903–1965. New York: Doubleday, 1974.

Curtiss-Wright Corporation
U.S. aircraft manufacturing company. The Curtiss-Wright Corporation was one of the largest aircraft manufacturing companies in the United States before and during World War II. Its contribution to the war effort was so significant that it was said to be second only to General Motors as a manufacturer of war goods. Curtiss-Wright was founded in 1929 with the somewhat unlikely merger of two old enemies, the Curtiss Aeroplane and Motor Company and the Wright Aeronautical Corporation. Throughout the 1930s, the company flourished, producing airframes, propellers, and engines for both military and commercial aircraft in the United States, as well as for numerous foreign countries. As the buildup for World War II began, Curtiss-Wright rapidly expanded to several locations throughout the United States, increasing plant capacity tenfold from 1939 to 1941. By the time the United States entered the war, the company operated 15 factories, occupying 11 million square feet of

space and employing 50,000 workers, and it had a backlog of orders totaling $1 billion. During its heyday, Curtiss-Wright manufactured numerous types of aircraft, many now regarded as classic, such as the Curtiss Helldiver and the Curtiss C-46 Commando transport. But without a doubt the most famous and successful Curtiss aircraft was the P-40 Warhawk, immortalized as the shark-nosed fighter flown by the famed Flying Tigers. Already in full-scale production at the start of the war, this aircraft was produced continuously until the end of 1944. By the end of the war, Curtiss-Wright had produced more than 140,000 aircraft engines and propellers and nearly 30,000 aircraft. When the war ended, military aircraft orders came to a virtual standstill, and even though Curtiss-Wright was financially sound, the company went into a decline. Unlike other aircraft companies, which were able to transition to new technologies, a peacetime economy, and civilian aircraft production, Curtiss-Wright lagged in the development of successful postwar civilian aircraft designs. Instead, the company opted to concentrate its efforts on engine and propeller production alone. By 1950, Curtiss-Wright was in effect no longer in the aircraft manufacturing business. The company continued to manufacture engines until 1983, when that part of its operation was discontinued as

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One of the most beautiful biplane fighters ever built, the Curtiss P-6E appeared at its best in the colors of the 17th Pursuit Squadron of the 1st Pursuit Group. (U.S. Air Force)

well. Once a world giant in the field of aviation, the CurtissWright Corporation has continued to survive by diversifying its efforts into a variety of ventures, not all of which are related to aviation. And even though today the company’s name is the only remaining hint of its aviation heritage, the Curtiss-Wright Corporation still continues to prosper.
Steven A. Ruffin

References Bowers, Peter M. Curtiss Aircraft, 1907–1947. London: Putnam, 1979. Eltscher, Louis R., and Edward M.Young. Curtiss-Wright: Greatness and Decline. New York: Twayne, 1998. Fausel, Robert W. Whatever Happened to Curtiss-Wright? Manhattan, KS: Sunflower University Press, 1990. Rubenstein, Murry, and Richard M. Goldman. To Join with the Eagles: Curtiss-Wright Aircraft, 1903–1965. New York: Doubleday, 1974.

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Dargue, Herbert A. (1886–1941)
Major general in the U.S. military. Herbert Arthur “Bert” Dargue was born in New Jersey on 17 November 1886. After a brief career as a schoolteacher, he entered the U.S. Military Academy in 1907, graduating in 1911 as a lieutenant of coast artillery. He was rated a military aviator in 1913 after transferring to the Signal Corps and taking flight training in the Philippine aviation school. In December 1914, Dargue and Lieutenant J. O. Mauborgne became the first Army airmen to both transmit and receive inflight radio messages, operating a wireless unit they had designed and built. Soon afterward, Dargue was transferred to San Diego, California, as a flight instructor. Following that tour, he was assigned to the 1st Aero Squadron in San Antonio, Texas. He participated in the campaign of 1916 that pursued the rebel leader Pancho Villa deep into the interior of Mexico. Forced landings were frequent, and Dargue and his observer once hiked for three days back to friendly territory after crashing behind Villa’s lines. During World War I, Dargue first helped establish, and then commanded, the Aerial Observer School at Fort Sill, Oklahoma. He later went to France at the direction of the chief of the Signal Corps as a special observer to report on the readiness of training and combat air units. After the war, he graduated from both the Army and Navy War Colleges. He and Hap Arnold were close friends of General Billy Mitchell, whom they counseled in vain to stay within the military chain of command in his fight for an independent air force; both were strong proponents. In 1926, Dargue was chosen to lead the record-setting Pan-American Goodwill Flight, which circumnavigated the South American continent in Loening 0A-1A amphibians. He and his copilot parachuted to safety after a midair collision over Buenos Aires that killed the crew of the other air163

craft. He led the flight back to the United States in a replacement Loening, and in 1927 he and the other surviving members of the Goodwill Flight were awarded the first Distinguished Flying Crosses by President Calvin Coolidge. He was later assigned to Langley Field, Virginia, as commanding officer of the 2d Bombardment Group, flying Keystone B-3A aircraft.While there, he conceived and developed many of the strategic bombing plans and aircraft formations used by the U.S.Army Air Forces in World War II. During the 1930s, he led development and testing of the Norden precision bombsight, a top-secret weapon that contributed greatly to the success of World War II USAAF bombing missions in Europe and the Pacific. In late 1941, Major General Dargue commanded the First Air Force at Mitchell Field, New York. After the Pearl Harbor attack, he was chosen by Secretary of War Henry Stimson to take command of Army forces in Hawaii; en route, the B-18 he was piloting crashed in the Sierra Nevada Mountains of California, killing all aboard.
James Snyder

Dassault, Marcel (1892–1986)
French aircraft designer and industrialist, born Marcel Bloch in Paris on 22 January 1892. Dassault companies built the most successful military aircraft in Europe in the decades after World War II. The son of a Jewish physician, Bloch obtained degrees in aeronautical design and electrical engineering. In addition, he worked as an aircraft designer for France during World War I. There, he engaged in real estate in the 1920s but returned to aeronautics in 1930, starting his own company

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The Dassault Mirage IIIC all-weather interceptor, one of the many variants of the successful Mirage design. (Walter J. Boyne)

and building military and civilian airplanes with notable success and profitability. During World War II, he refused to work for the Germans, and as a consequence Bloch was sent to the Buchenwald concentration camp. After the war, Bloch changed his last name to Dassault (a nom de guerre of one of his brothers in the Resistance) and converted to Roman Catholicism. His aircraft manufacturing company, Générale Aéronautique Marcel Dassault, led the postwar revival of the French aircraft industry, producing Europe’s first supersonic plane, the Mystère, as well as the highly successful Mirage line of delta-winged military aircraft in 1956. The Mirage symbolized modern aerial combat and brought additional trade to France and incalculable prestige, especially in defense hardware. The various Mirage warplanes proved very popular among neutral and Third World nations and became some of the most widely used military aircraft in the world. In 1967, Dassault’s company merged with Breguet Aviation, a manufacturer of transport aircraft, to form Avions Marcel Dassault–Breguet Aviation. In addition, Dassault was a deputy in the National Assembly from 1951 to 1955 and from 1958 to 1986. In January 1976, Marcel Dassault announced that he was launching a private venture to build the Delta Super Mirage as a long-range multirole aircraft for export, but it was canceled. As a replacement, the French government announced a decision to award a study contract with Marcel Dassault for

a smaller and simpler single-engine delta fighter outwardly very much like the Mirage III of 20 years earlier. The result was the Mirage 2000, currently in service with a number of foreign countries. Marcel Dassault died in Paris on 18 April 1986. The Lycée Marcel Dassault, a famous technological and scientific institute in Rochefort, France, carries his name.
Albert Atkins
See also Dassault Mirage III; Dassault Mystère IVA References Gunston, Bill. Modern Fighters and Attack Aircraft. New York: Arco, 1980.

Dassault Mirage III
One of the most successful European military aircraft of its generation. The French Mirage has been adopted by the air arms of many overseas customers, as well as by the Armée de l’Air (the French air force). Equally adaptable for the lowlevel ground attack or high-altitude intercept roles, the Mirage began life as an attempt to produce the smallest practicable all-weather interceptor capable of attaining an altitude of 60,000 feet in six minutes and fulfilling an Armée de l’Air specification. The first model, the MD.550 Mirage I, which

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flew on 25 June 1955, was intended essentially to prove the practicability of the tailless delta configuration; it was powered by two 1,640–pound/thrust Bristol-Siddeley Viper turbojets. Weighing only 7,341 pounds empty and 11,177 pounds loaded, the Mirage I attained Mach 1.15 in a shallow dive. With additional power, Mach 1.3 was attained in level flight on 17 December 1956. The Mirage II was also hampered by insufficient engine power and was succeeded by the Mirage III. Considerably larger than the Mirage I and some 30 percent heavier, the Mirage III retained the 5 percent thickness-to-chord ratio, with a leading edge sweep of 60 degrees, and used a single SNECMA Atar 101G.1 turbojet offering an afterburning thrust of 8,818 pounds. The Mirage III-001 flew for the first time on 17 November 1956, attaining Mach 1.6 in a dive on 30 January 1957. With afterburning, maximum level speed was raised from Mach 1.52 to Mach 1.65. A speed of Mach 1.8 (1,188 mph) was later attained with the aid of an SEPR 66 rocket. The Mirage III was, in its initial form, intended solely for the intercept role, and a demand for a wider versatility resulted in a multipurpose Mirage IIIA, which differed from its immediate predecessor in a number of respects. Wing area was increased, and the leading edge was provided with conical camber and an axial “notch.” The fuselage was lengthened to accommodate the Atar 09, a supersonic engine with additional compressor and turbine stages to those of the Atar 101G rated at 9,370 pounds/thrust and 13,230 pounds/thrust with afterburning, and provision was made for a detachable SEPR 841 rocket pack offering 1,500 pounds/thrust for 160 seconds or 3,000 pounds/thrust for 80 seconds. The first “preseries” aircraft the Mirage IIIA-01 flew on 12 May 1958, and in six months, on 24 October, the aircraft attained Mach 2.0 in level flight without the rocket motor mounted, the SEPR 841 being first tested on the Mirage IIIA02. The Mirage IIIA-05 was the first aircraft to be completed to full production standard, effectively being a prototype for the initial production model, the Mirage IIIC, which was visually almost indistinguishable from the preseries aircraft.
Albert Atkins
References Green, William. The World’s Fighting Planes. London: MacDonald, 1964.

digenous aircraft industry. A variety of Mystère aircraft was produced to meet many different national needs. The Mystère IVA remained in service with the Armée de l’Air (the French air force) until 1964. Dassault built 421 examples of this interceptor before production ended in 1958. One hundred and ten were delivered to India, 60 to Israel, and the remainder to the Armée de l’Air. Bearing more than a general aerodynamic resemblance to its immediate predecessor, only 150 production examples of the Mystère IIC saw limited service with the Armée de l’Air. The Mystère IVA featured a more robust, oval-section fuselage, a wing of increased sweepback and reduced thickness-to-chord ratio, and a more powerful turbojet. The Mystère IVA-01 flew for the first time on 28 September 1952. The first 50 Mystère IVA fighters manufactured for the Armée de l’Air were powered by the 6,280-pounds/thrust Hispano Suiza Tay 250A turbojet, and the type entered service in 1955.All subsequent Mystère IVAs received the more powerful Verdon 350. The first prototype of the Super Mystère B.1 flew on 2 March 1955, powered by a Rolls-Royce Avon R.A. 7R turbojet. The first of five Atar-powered preproduction Super Mystère B.2s followed on 15 May 1956. The primary role of the Super Mystère B.2 was that of day interceptor, but a variety of underwing stores made it suitable for the fighter-bomber role. The Super Mystère B.2 equipped two squadrons of the 5th Armée de l’Air and one squadron of the Israeli Air Force. One hundred and eighty Super Mystère B.2s were completed when production terminated in 1959.
Albert Atkins
References Aeroflight Website. http://www.aeroflight.co.uk/waf/israel/sqns/101sqn.htm. Green, William. The World’s Fighting Planes. London: MacDonald, 1964.

Davis, Benjamin Oliver Jr. (1912–)
U.S. general. Benjamin Oliver Davis Jr. was born in Washington, D.C., on 18 December 1912 to Benjamin Oliver and Elnora Davis. His father had been the first African American to attend the United States Military Academy (USMA) and later, in 1940, the first African American to become an Army brigadier general. Davis was only the second African American accepted at West Point, his father being the first. Once at the USMA, Davis had to endure four long years of what cadets called “the silent treatment.” His classmates and instructors never spoke to him except to give him orders or instructions. Davis

Dassault Mystère IVA
The French Mystère series of aircraft was among the most important to appear in the West and maintained France’s in-

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persevered and graduated in June 1936, thirty-fifth out of a class of 276. Soon after graduation, he married Agatha Scott, who became his life partner and strongest supporter. Upon graduation, Davis applied for pilot training but was instead assigned to the infantry. Captain Davis was sent to the Tuskegee Institute in Alabama to teach military science. Soon, the need for personnel brought on by the war in Europe led to Davis and 12 other black cadets receiving flight training at Tuskegee. Davis and three others received their wings in March 1942. This group formed the cadre of the allblack 99th Pursuit Squadron formed later that year. The 99th was deployed to North Africa in June 1943, flying older Curtiss P-40 Warhawks, and was not allowed to fly combat missions. After four months, Davis rotated home. White officers argued that the black pilots were too cowardly to fly combat. Davis countered that they had not been given a fair chance. After a tense several weeks, U.S. Army Air Forces leaders, no doubt pressured by the White House, directed that select black pilots be allowed to fly combat missions. In late 1943, Davis took command of the 332d Fighter Group and was promoted to lieutenant colonel. In January 1944, the 332d deployed to Italy and by May had transitioned to Republic P-47 Thunderbolts. On 9 June, Davis led 39 P-47s escorting Consolidated B-24s on a raid on Munich. Over the target they engaged more than 100 Messerschmitt Bf 109 fighters, downing five and damaging many others. For his leadership Davis won the Distinguished Flying Cross, which was pinned on by his father. During the raid the 332d continued a tradition it maintained throughout the war. During 200 escort missions it never lost a bomber under its protection. By 1945, the 332d had transitioned to North American P-51 Mustangs, which were painted with a distinctive red tail and nose. As such, the unit became known as the “Red Tails.” By the end of the war in Europe, the unit had flown 15,000 sorties, downed 111 enemy planes, and destroyed 150 on the ground with a loss of 66 aircraft. It received the Presidential Unit Citation. After the war, Colonel Davis became an influential advocate for integration of the U.S. military and an example of making it happen. In 1946, he assumed a difficult assignment when he became commander of Lockbourne AFB, Ohio. While he gained the distinction of being the first African American to command an air installation, the local community in Columbus was not happy with a black unit and a black commander. It was to Davis’s credit that by the time he left in 1949 local relations had dramatically improved.

In the early 1950s, Davis commanded the 477th Composite Group and 332d Fighter Wing. In 1953, he again saw combat as commander of the 51st Fighter-Interceptor Wing flying North American F-86 Sabre jets in Korea. In late 1953, following the war, Davis became the first African American to become an Air Force brigadier general. In 1959, he became a major general and then made lieutenant general in 1965. In 1967, Davis took command of the Thirteenth Air Force stationed at Clark AFB in the Philippines, flying combat sorties during the Vietnam War. His final assignment was a concurrent position as deputy commander in chief (CINC), U.S. Strike Command, and Deputy CINC, Middle East. General Davis retired in late 1970 after 34 years in service. President Richard M. Nixon appointed him director of civil aviation security. In June 1971, he was promoted to assistant secretary of transportation for environmental, safety, and consumer affairs. Davis retired from the Department of Transportation in 1975 and received its National Gold Medal.Among his many awards he received the Distinguished Flying Cross, the Army and Air Force Distinguished Service Medals, Silver Star, Croix de Guerre, Air Medal with five Oak Leaf Clusters, three Legions of Merit, the UN Service Medal, Langley Medal from the Smithsonian Institution, and the Thomas D. White National Defense Award. In 1991, Davis published his memoir (Benjamin O. Davis, Jr., American: An Autobiography), detailing his trials and successes. On 15 February 1997, the U.S. Post Office issued a stamp honoring Davis and all African American service personnel. On 8 December 1998, President Bill Clinton, during a ceremony at the White House, promoted Davis to the rank of four-star general. General Daniel “Chappie” James had been the first black Air Force four-star, but many believed that Davis should have been and that this was a long-overdue honor for a pioneer of airpower and equal rights. At this writing, the Davises live in the Washington, D.C., area. He remains an active advocate for strong national defense, a strong Air Force, and equal opportunity for all Americans.
William Head and Brian Head
References Davis, Benjamin O. Jr. Benjamin O. Davis, Jr., American: An Autobiography. Washington, DC: Smithsonian Institution Press, 1991. Gropman, Alan L.“Benjamin O. Davis, Jr.: History on Two Fronts.” In John L. Frisbee, ed., Makers of the United States Air Force. Washington, DC: Office of Air Force History, 1987. ______. The Air Force Integrates, 1945–1964. Washington, DC: Office of Air Force History, 1978.

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The de Havilland Vampire was first flown in September 1943 and remained in use with the Swiss air force into the 1990s. Shown here is Geoffrey de Havilland, Jr., who would be killed in the 1946 crash of the de Havilland D.H. 108 Swallow. (Walter J. Boyne)

De Havilland Aircraft (Early Years and World War I)
British aircraft manufacturer. George Thomas had acquired the British rights to Farman aircraft in 1911 and used the interest to found the Aircraft Company, Ltd. (Airco). In 1914, at Geoffrey de Havilland’s urging, Holt undertook the manufacture of original designs and hired de Havilland to head the design department. Throughout the war,Airco designs were prefixed with the letters “DH,” indicating their designer, Geoffrey de Havilland. By war’s end, the fame of this prefix had eclipsed the name of the manufacturer, and the aircraft were known everywhere as de Havillands. De Havilland’s early designs were pushers, a layout dictated by the lack of a workable interrupter gear. His first success was the D.H. 2, the single-seat pusher that, along with the Nieuport 11, ended the reign of the Fokker Eindecker. The D.H. 3 was intended as a heavy bomber but never made it past the prototype stage. It did, however, serve as the basis for the later D.H. 10. His next effort, the D.H. 4, was a tractor design powered by a Rolls-Royce engine. One of the most successful types to come out of Airco, the de Havilland D.H. 4 first appeared in 1917. It was a two-seat light daytime bomber powered by a 375-hp Rolls-Royce Eagle VIII engine. Intended for use against tactical targets, it could carry four 100-pound bombs on external racks under the lower wing. Defensively, it was equipped with a synchronized Vickers .303-caliber

machine gun for the pilot and one or two .303-caliber Lewis guns mounted on a rotating Scarff ring for use by the observer. Its real defense, however, lay in its great speed, which allowed it to outrun pursuing German fighters. Replaced in due course by the D.H. 9 and D.H. 9a, the D.H. 4 got a new lease on life in 1918, when it entered service with the U.S. Air Service. Powered in that role by the new Liberty engine, the DH-4 (its American designation) became the only aircraft manufactured in the United States to see action in World War I. The D.H. 5 was a departure for de Havilland. A singleseater, its layout employed negative stagger to maximize the pilot’s view so the aircraft could be used for ground attack. The next product, the D.H. 6, was an inexpensive trainer, its “wings built by the mile and cut off by the yard.” Its angular wings and control surfaces enabled easy, inexpensive construction. As it happened, the aircraft also proved useful on coastal patrol duties. The D.H. 9 was a revised D.H. 4, intended for the Siddeley Puma engine. When the engine did not live up to its potential, however, the design was re-engined with the RollsRoyce Eagle VIII or the American Liberty and emerged as the D.H. 9a. De Havilland’s last wartime effort was the D.H. 10, a second attempt to produce a heavy bomber. Had the war continued, this aircraft would have competed with the Handley Page and Vickers Vimy.
James Streckfuss

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References Bruce, J. M. British Aeroplanes, 1914–1918. London: Putnam, 1957. ______. The Aeroplanes of the Royal Flying Corps (Military Wing). London: Putnam, 1982.

De Havilland Aircraft (Post–World War I)
Geoffrey de Havilland formed De Havilland Aircraft Company on 25 September 1920, following the closing of the wartime Airco, for which he was chief designer and where he designed the classic de Havilland D.H. 4, among others. A whole series of aircraft flowed from the de Havilland plant, including bombers, fighters, sportplanes, racers, trainers, transports, and ultra-lightweight aircraft. The first military aircraft produced by the de Havilland plant was the D.H. 27 Derby, a large, single-engine bomber prototype that did not receive any production orders. The most prominent design of the 1920s and 1930s was the D.H. 60 Moth series, which was sold all over the world to both civil and military customers and led directly to the classic de Havilland D.H. 82A Tiger Moth, which became the RAF’s standard basic trainer for many years; more than 8,000 were built. Other classic designs included the twin- and four-engine biplane transports, the famous Puss Moth sportplane, and the de Havilland D.H. 88 Comet that won the 1934 Londonto-Australia race. The Comet featured wooden stressed-skin construction that would appear again on the elegant D.H. 91 Albatross four-engine transport and the incomparable D.H. 98 Mosquito. De Havilland design and construction lent itself to the jet age, and there appeared a series of fighters, including the Vampire, Venom, and Sea Vixen. Commercial aircraft included the twin-engine Dove and four-engine Heron. The most brilliant, if also the most tragic, de Havilland effort in the postwar years was undoubtedly the stunning D.H. 106 Comet, the first jet airliner to see service. Although an otherwise masterful design, it fell prey to the lack of experience in building large airliners with pressurized cabins and encountered fatigue problems that caused crashes and forced its withdrawal from service. Later-model Comets were built that had overcome the design flaw, but the design never recovered its initial momentum and was superseded by Boeing and Douglas airliners. De Havilland built the successful Trident, which sold in small numbers but was succeeded by the highly successful Hawker-Siddeley H.S. 121 after de Havilland was absorbed by that corporation. It also built the de Havilland D.H. 125

executive jet, which was also built in greater numbers by Hawker-Siddeley. De Havilland also built aircraft in Australia and Canada. In Canada, the company became famous for its Chipmunk trainer and the Beaver and Otter bush transports. The DHC-4 Caribou was used extensively by the United States Army (and later by the USAF) and led to a whole series of designs including the DHC-5 Buffalo, DHC-6 Twin Otter, DHC-7 Dash 7, and DHC-8 Dash 8. The company was acquired by Boeing, which in turn sold it to Bombardier Aerospace.
Walter J. Boyne
See also de Havilland D.H. 82 Tiger Moth; de Havilland D.H. 98 Mosquito References Donald, David, gen. ed. The Complete Encyclopedia of World Aircraft. New York: Barnes and Noble, 1997. Gunston, Bill. World Encyclopedia of Aircraft Manufacturers. Sparkford, UK: Patrick Stephens, 1993. Jackson, A. J. De Havilland Aircraft Since 1909. London, Putnam, 1962.

De Havilland D.H. 98 Mosquito
Classic British multimission aircraft from World War II. The de Havilland D.H. 98 Mosquito was a private venture of the De Havilland Aircraft Company, building on their experience in wood construction gained on the de Havilland Comet and other aircraft. It was built mainly of plywood molded to complex shapes. A pair of Merlin engines powered the Mosquito, which was fast and maneuverable. Successive variants appeared, each with increased power, improved propellers, and a wide variety of equipment. Some aircraft were pressurized for operation at extreme altitudes. The final two variants of the Mosquito remained in Royal Air Force operational service until replaced by the Canberra PR.3 in 1955. Some examples remained in use as target tugs until 1961. The Mosquito bomber role first entered RAF service in November 1941. It was employed in both day and night operations and often performed diversionary raids. Further changes of operation saw the Mosquitos flying at night in the Pathfinder target-marking role where they dropped incendiaries to mark targets for the following bomber fleets. Although target-marking was the primary mission, the Pathfinders also carried high-explosive weapons to supplement the main load. Its speed and maneuverability made the Mosquito effective as a fighter. Three distinct versions were employed—for ground attack, antishipping, and as a night-fighter.

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One of the most successful aircraft of the war, the de Havilland Mosquito combined high speed, long range, and good load capability in a single aircraft. (Kev Darling)

The Mosquito was also deployed to the Far East theater of operations, where it replaced the Bristol Blenheim. During the war the USAAF flew the reconnaissance version over Italy. Surplus aircraft also entered service with the air forces of Belgium, Norway, and Sweden and others.
Kev Darling
References Franks, Richard A. The de Havilland Mosquito. London: SAM, 1998

De Havilland Tiger Moth
British trainer during World War II. De Havilland’s Tiger Moth served the Royal Air Force in a training role for more than 15 years before being replaced by the Percival Prentice and the de Havilland Canada Chipmunk. Developed from the earlier Gypsy Moth, the Tiger Moth featured staggered and slightly swept wings, mainly to aid better egress from the front cockpit while wearing a parachute. The engine was mounted in the inverted position to improve forward vision, and other detail improvements aided stability and handling. After acceptance testing, the Tiger Moth was cleared for full blind flying and the full range of aerobatics. A first production batch was delivered to the Central Fly-

ing School in early 1932. These were followed by Mk.II versions, which were fitted with a slightly more powerful Gypsy Major engine rated at 130 horsepower. Slightly later in their career they were fitted with antispin strakes to improve stability. When war was declared against Germany in September 1939, more than 1,000 aircraft had been delivered to elementary and reserve training schools. Eventually, 4,200 Tiger Moths were built in Britain; large quantities were also built in Canada, Australia, and New Zealand for use in the Commonwealth Air Training plan. The Tiger Moth was eventually phased out in 1951. There was one other variant of the Tiger Moth, the Queen Bee, which was a radio-controlled pilotless target used for live firing practice. The Bee was available in both landplane and floatplane versions.
Kev Darling
References McKay, Stuart. De Havilland Tiger Moth. London: PSL, 1999.

Defense Advanced Research Projects Agency (DARPA)
Manages and directs selected basic and applied research and development projects for the U.S. Department of Defense. It

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also pursues research and technology where risk and payoff are both very high and where success may provide dramatic advances for traditional military roles and missions. U.S. Secretary of Defense Neil H. McElroy created the Advanced Research Projects Agency (ARPA) on 8 February 1958 as a new agency for space technology and development with complete authority for direction of the growing space program. Today ARPA is best known as the creator of the Internet.ARPA Director Roy W. Johnson intended ARPA to be a “fourth service,” in effect a national space agency. In 1950, the Department of Defense had assigned military satellites to the Air Force. Now program direction came from ARPA. Another government agency had taken over the Air Force’s plans for a space program. However, that proscriptive role was very short-lived. In October 1958, the National Aeronautics and Space Administration (NASA) became a reality, inheriting existing scientific satellites and planetary missions from the National Science Foundation and ARPA. The act creating NASA divided U.S. space activities between the public NASA civilian world and the private ARPA military world. ARPA lost its dominant role in December 1959 when the Department of Defense divided the responsibility for the various military satellite missions among all three services, redesignating ARPA as a research and development agency. In 1961, the department assigned research, development, test, and engineering for all space programs back to the Air Force, except for “unusual circumstances.” Any defense department agency, however, could conduct preliminary research. In 1972, the name was changed to the Defense Advanced Research Projects Agency. In 1993, DARPA was re-redesignated ARPA. In 1996, the Defense Authorization Act directed an organizational name change to DARPA.
David C. Arnold

Defense Support Program (DSP) and Missile Detection
A space-based system operated by the United States for detecting ICBM launches. The roots of the DSP extend to World War II and branched outward during the following decade.At U.S. Air Force headquarters in the Pentagon during the early 1950s, electrical engineer Joseph Knopow pondered the use of infrared technology for detecting aircraft and submarines. Examining literature captured at the end of World War II, Knopow studied the German Luftwaffe’s Kiel IV—a nighttime air-to-air infrared detection system—and considered the possibility of using properly equipped satellites to detect

the hot exhaust plumes from ballistic missiles and high-altitude jet aircraft. Shortly after joining Lockheed Aircraft Corporation in June 1995, Knopow convinced his bosses to adopt the infrared-sensing satellite concept, which appeared as Subsystem G of Weapon System 117L (WS-117L) in the March 1956 advanced reconnaissance satellite proposal that Lockheed submitted to the USAF. Meanwhile, Sidney Passman and William Kellogg from the USAF-funded RAND Corporation had written a research memorandum in October 1955 identifying infrared techniques that might be applied to space-based detection of ICBM launches. Their study caught the attention of various science advisory committees and doubtless contributed to the Air Force’s selection of Lockheed as prime contractor for WS-117L in June 1956. Knopow became the company’s manager for Subsystem G, which he informally dubbed the ICBM Attack Alarm System. Control of WS-117L and all other military satellite programs shifted to the newly created Advanced Research Projects Agency (ARPA) in March 1958. Although Knopow found himself defending the feasibility of Subsystem G more vigorously than before, the success of experimental payloads aboard aerial test flights in mid-1958 excited Air Force officers. They convinced ARPA officials to separate it from the WS-117L program. On 17 November 1958, the space-based infrared detection system became an independent program identified as the Missile Defense Alarm System (MIDAS). Given the prospect that MIDAS could warn Strategic Air Command (SAC) bomber crews of an impending attack 15 minutes earlier than any other system, Air Force leaders pressed enthusiastically in February 1959 for additional funds to accelerate the program. On 18 September 1959, Secretary of Defense Neil McElroy removed ARPA’s oversight and assigned the Air Force direct responsibility for MIDAS. Although early versions of the development plan had projected an operational space-based warning system by 1962, formidable technical challenges and grossly inadequate funding retarded Lockheed’s progress. The first attempt to launch a MIDAS spacecraft failed on 26 February 1960 due to improper separation of the Agena upper stage from the Atlas first stage. After a successful launch of the second MIDAS satellite into a low-inclination, 300-mile orbit on 24 May 1960, problems with the Agena communication link prevented operation of the payload. By August, skepticism on the part of high-ranking Defense Department officials compelled Colonel Quentin Riepe, the first Air Force MIDAS program director, to reorient efforts away from an operational focus toward further developmental and flight tests. Unfortunately, the MIDAS 3 mission on 12 July 1961 terminated prematurely when one of two solar arrays failed to deploy and the satellite ran out of power after only five or-

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bits. An Atlas booster failure on 21 October doomed MIDAS 4. Consequently, on 30 November 1961 a group of experts chaired by ARPA director Jack Ruina recommended to Secretary of Defense Harold Brown that no further consideration be given to an operational system until Lockheed and the Air Force adequately demonstrated the technical feasibility of space-based infrared detection and warning. Hinting at serious program misdirection and mismanagement, the Ruina Report estimated it could take 10 years to achieve an operational version. Not surprisingly, the MIDAS program was lengthened, wrapped in tighter security restrictions, and renamed Program 461. Disaster continued to plague development efforts in 1962, however, with the loss of MIDAS 5 in April due to a massive onboard power failure on only its sixth orbit, and the destruction of MIDAS 6 in December due to an Atlas launch failure. Shortly after the loss of MIDAS 5, an exhausted Joe Knopow had undergone surgery for a bleeding ulcer, leaving his deputy, John Solvason, to take over program management. Finally, on 9 May 1963 MIDAS 7 successfully achieved a nearly circular 2,250-mile polar orbit. Carrying an improved Aerojet-General infrared payload and a Bouwers concentric telescope with an 8-inch aperture, it detected nine missile launches during 47 days of operation.After yet another launch failure destroyed MIDAS 8 on 12 June, the last satellite with a Program 461 payload—MIDAS 9— went successfully into orbit on 18 July 1963. During its 11day life span, MIDAS 9 detected one missile as well as some Soviet ground tests. Lockheed and the Air Force had established the feasibility of using infrared-sensing satellites for detection and early warning of ICBM launches. To support design of the next generation of early warning satellites, the director of defense research and engineering, Harold Brown, on 3 November 1963, approved a three-flight MIDAS research test series for enhancement of longevity and payload reliability. Identified as Research Test Series 1 (RTS-1), these Lockheed satellites had a six-month operational lifetime and carried an improved sensor package produced by Aerojet Corporation for real-time detection and launchpoint determination of low-radiance submarinelaunched ballistic missiles and ground-launched, intermediate-range ballistic missiles. The Air Force launched the RTS-1 satellites during 1966, the first on 9 June into an improper, highly elliptical orbit and the others on 19 August and 5 October, respectively, into nearly circular 2,300-mile polar orbits. Their performance far surpassed design standards. Operations continued for a year, capturing data on 139 U.S. and Soviet launches. Meanwhile, in early 1964 the Air Force had initiated competitive procurement of a follow-on multimission RTS-2 satellite system that would operate in geosynchronous orbit

22,300 miles above the equator. On 15 November 1965, the service redesignated the new system Program 266 (later 949, then 647). Eventually, on 14 June 1969 it would receive the unclassified label of Defense Support Program. Three bidders—Hughes, TRW, and Lockheed—submitted DSP proposals in June 1966. The Air Force awarded TRW the spacecraft contract on 15 December. During the next three and a half years, as TRW worked to deliver the first DSP satellites, the Air Force dispatched survey teams to study possible Large Processing Station (LPS) locations. The United States and Australia signed an agreement in November 1969 to create the Joint Defence Space Communications Station at Nurrungar, near Woomera, which became known as the Overseas Ground Station (OGS). Before the end of June 1970, Buckley Air National Guard Base east of Denver, Colorado, had been selected for the Continental Ground Station (CGS). Those sites, under the direction of Aerospace Defense Command (later Strategic Air Command, then Air Force Space Command), would control the DSP satellites and process in real time all data on missile launches that were transmitted. The first four launches of DSP satellites, each weighing approximately 2,000 pounds and known collectively as Phase I, occurred during the period 1970–1973. That established an initial operational constellation. Those satellites lasted much longer than their 15-month design life but were replaced with three slightly heavier, more powerful Phase II models during 1975–1977. As the nature of the Soviet missile threat changed, DSP satellites evolved to handle complicated scenarios. Flights 8–11, launched during 1979–1984, had the capability to orbit in either a geosynchronous or highly elliptical path. They also carried external electronic packages for greater survivability, as well as more attitude control system fuel to extend their operational life to three years. Two upgraded Phase II satellites, carrying lead sulfide sensors with improved resolution and new mercury cadmium telluride detectors, entered the picture in December 1984 and November 1987. Finally, in 1989 the on-orbit constellation began to take its present form with introduction of DSP-1 satellites, which weighed more than 5,000 pounds, had a power output more than three times that of the Phase I model, and were designed to last five years. As DSP satellites improved, the ground segment also evolved to accommodate new mission requirements. Proliferation of ground stations was one way to fulfill a perceived need for greater survivability. Consequently, in December 1974 the Air Force selected IBM Corporation to develop a Simplified Processing Station (SPS). A number of such stations would allow dispersal of receiving capability, as well as backup for the LPSs. During the early 1980s, both OGS and CGS underwent hardware and software upgrades to support

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See also Missiles, Intercontinental Ballistic; Satellites References Ball, Desmond. A Base for Debate: The U.S. Satellite Station at Nurrungar. Sydney, Australia: Allen and Unwin, 1987. Hall, R. Cargill. Missile Defense Alarm: The Genesis of Space-Based Infrared Early Warning. Chantilly, VA: NRO History Office, July 1988. Richelson, Jeffrey T. America’s Space Sentinels: DSP Satellites and National Security. Lawrence: University Press of Kansas, 1999. Rosolanka, James J. The Defense Support Program (DSP): A Pictorial Chronology 1970-1998. Los Angeles: Los Angeles Air Force Station, Space and Missile Systems Center, 1998.

future DSP satellite capabilities, and a third fixed site—the European Ground Station—was activated.At the same time, the high cost of the SPS, combined with the perceived need for survivability during and after a nuclear or terrorist attack led the service to acquire a Mobile Ground System (MGS) that became operational in 1985. The latter included six Mobile Ground Terminals (MGTs), along with Mobile Communication Terminals (MCTs) and an MGS Operating Base. Each MGT and MCT had the appearance of an 18wheel tractor-trailer rig and was entirely roadworthy. Although the Air Force originally developed DSP to meet a global strategic threat, the system proved its tactical value during Operation DESERT STORM in early 1991. The DSP satellites detected the launch of every Iraqi Scud missile—a total of 88—between 17 January and 25 February. Command centers in Colorado Springs, Colorado, assessed the launch data and provided timely warning to civilians and Coalition forces, including Patriot missile batteries, in Saudi Arabia and Israel. Having demonstrated that the DSP early warning capability worked in the face of theater-level ballistic missile attacks, Air Force Space Command established TALON SHIELD, which officially transitioned to an operational Attack and Launch Early Reporting to Theater (ALERT) capability in September 1994. The ALERT Control Center at Schriever Air Force Base, Colorado, gained responsibility for processing DSP tactical data and warning friendly forces around the globe of potentially hostile launches. Even as DSP personnel basked in the system’s triumphant performance during the Gulf War, Air Force planners struggled to evolve DSP into a far more sophisticated capability—the Space-Based Infrared System (SBIRS)—to support an even broader range of requirements early in the twentyfirst century. The complete SBIRS satellite constellation would include sophisticated sensors in geosynchronous, highly elliptical, and low-earth orbits. Among the contractors that teamed up to demonstrate and develop the high and low components of SBIRS were Lockheed Martin, Aerojet, TRW, Boeing, and Raytheon. Alterations in the ground segment would include an SBIRS control station proximate to the old CGS and reduction of overseas sites to Relay Ground Station (RGS) status. In fact, the Nurrungar facility ceased operation in 1999, and a joint U.S.-Australian RGS opened at Pine Gap. A coordinated system-of-systems approach would integrate previously separate space-based infrared sensor programs from the Air Force and national intelligence organizations, thereby eliminating duplication of effort and saving money. Without SBIRS, which would provide critical midcourse tracking and discrimination data, the goals of creating effective theater, national, and global missile defenses would remain illusory.
Rick W. Sturdevant

Defense Suppression
Action taken by military forces to reduce the capability of antiaircraft defenses and allow the highest probability of success for friendly air operations. Defense suppression missions emerged during World War I as military forces sought ways to reduce the effectiveness of enemy aircraft in a range of missions, especially ground attack. In World War I, machine guns and heavier weapons used against aircraft became known as antiaircraft artillery (AAA). These defenses were complemented by fighter/interceptor aircraft that operated on standing patrols or were launched upon warning of enemy attack. Offensive forces attempted to counter defenses through a combination of tactics (e.g., surprise, night operations, or mission profiles) and defense suppression missions. Defense suppression operations normally involved attacks on the defensive positions near the selected target immediately prior to the actual attack. The attacks included strafing and/or bombing, or artillery fire if close to the front, with the intent of either destroying the defensive position or forcing the defenders to abandon their position, thereby preventing them from engaging the attacking aircraft. These basic approaches of tactics, combined with suppressive attacks on defensive positions, remained in effect through the post–Cold War period, although the effectiveness improved with advances in weapons such as cluster bomb units and precision-guided munitions. As air defenses became more sophisticated, the defense suppression efforts also evolved to meet the challenge.During World War II, the addition of radar for early warning and for controlling AAA fire increased the threat to attacking aircraft. These increased threats were met by new concepts of electronic warfare and the use of chaff—metal strips dropped from the air to reflect any radar beam and thereby hide the location and direction of travel of the threatened aircraft.

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After World War II, the sophistication of defensive systems evolved rapidly and included the addition of surfaceto-air missiles (SAMs) and improved warning and targeting radars. Air forces developed new combinations of tactics and suppression capabilities to ensure offensive success. During the Cold War, planned defense suppression in front of strategic bomber attacks included nuclear strikes by escort fighters or missiles fired to precede the bombers (e.g., the Hound Dog, SRAM, and air-launched cruise missile). In theater war settings, the ability to attack AAA and SAM sites was improved by the creation of specialized defense suppression systems. Airborne jamming of radar and communications systems—either by standoff (such as the USAF Lockheed EC-130) or escort (such as the USN Grumman E-A6 and USAF General Dynamics EF-111A) platforms— and improved chaff systems degraded both early warning and target tracking radar capabilities. The USAF developed modified fighters (e.g., the Vietnam-era North American F-100D, Republic F-105G, and McDonnell F-4G Wild Weasels) with threat-detection sensor packages and the ability to attack air defense systems with conventional weapons or antiradiation missiles (ARM) that home in on the radar signal (such as the U.S. Shrike and Standard ARM and later the HARM and the British ALARM). Late in the Cold War, the much improved AAA and SAM threats and enhanced detection, warning, and tracking capabilities were melded with ground-directed interceptors and complex command and control systems to create integrated air defense systems (IADS), which presented serious challenges for attacking air forces. But an enemy IADS could be successfully attacked based on good intelligence, careful planning, and disruptive attacks on key points in the system, followed by the skillful application of traditional tactical and technical responses to individual air defense threats. The opening phase of Operation DESERT STORM involved the successful disruption of the Iraqi IADS followed by aggressive offensive counter air attacks and continuous tactical adjustments and ongoing defense suppression missions, resulting in minimal Coalition losses throughout the campaign.
Jerome V. Martin
See also Air Superiority; Defense Suppression; DESERT STORM; Electronic Warfare; Missiles; Tactical Air Warfare References Hallion, Richard P. Storm over Iraq: Air Power and the Gulf War. Washington, DC: Smithsonian Institution Press, 1992. ______. Strike from the Sky: The History of Battlefield Air Attack, 1911–1945. Washington, DC: Smithsonian Institution Press, 1989. Lambeth, Benjamin S. The Transformation of American Air Power. Ithaca: Cornell University Press, 2000.

DELIBERATE FORCE (1995)

NATO code name for peacemaking air campaign in BosniaHerzegovina under the command of USAF Lieutenant General Michael E. Ryan. Operation DELIBERATE FORCE was the first NATO military campaign in alliance history and was designed to force the Bosnian Serb army to cease shelling UNdesignated “safe areas” throughout Bosnia. In concert with other events of late 1995, DELIBERATE FORCE played a decisive role in bringing the Bosnian Serbs to the negotiating table and ending three years of civil war in Bosnia-Herzegovina. DELIBERATE FORCE received its mandate from Operation DENY FLIGHT, an air operation approved by UN Security Council Resolution 816 on 12 April 1993 to protect UN peacekeepers. After several Bosnian-Serb actions in JulyAugust 1995, UN and NATO leaders concluded the piecemeal nature of DENY FLIGHT was ineffective and began planning an air campaign to protect UN safe havens in Gorazde and Sarajevo. NATO made the decision to begin the bombing 48 hours after a mortar attack against a Sarajevo market killed 37 civilians on 28 August. The UN/NATO Joint Targeting Board approved 87 targets for DELIBERATE FORCE, including integrated air defense systems, fielded heavy weapons, supply and munitions depots, command and control relay sites, and key lines of communications for the Bosnian Serb Army. DELIBERATE FORCE involved 15 nations flying 3,535 sorties and 1,026 munitions expenditures, 70 percent of which were precision-guided. More than 400 hundred aircraft, including 222 fighters, were poised at 18 air bases across Europe for the operation. The operation was complemented by U.S. Tomahawk missile strikes and Predator unmanned aerial vehicles. Although DELIBERATE FORCE spanned only 16 days of bombing, it was decisive in ending the civil war in Bosnia. Along with a successful Bosniak-Croat Federation ground campaign and an aggressive U.S. diplomatic strategy, DELIBERATE FORCE paved the way for eventual peace talks in Dayton, Ohio, in December 1995.
Mark D. Witzel
References Beale, Michael O. Bombs over Bosnia: The Role of Airpower in BosniaHerzegovina. Maxwell AFB, AL: Air University Press, 1997. Holbrooke, Richard C. To End a War. New York: Random House, 1998. Owen, Robert C., ed. Deliberate Force: A Case Study in Effective Air Campaigning. Maxwell AFB, AL: Air University Press, 2000.

Deptula, David A. (1952–)
USAF general. David Albin Deptula was born in Dayton, Ohio, on 11 June 1952. He earned a bachelor’s degree (1974)

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and master’s degree (1976) from the University of Virginia and, in 1994, a master’s degree in national security strategy from the National War College. A distinguished graduate of the Air Force Reserve Officer Training Corps program, he completed pilot training in early 1977. He has taken part in air operations, defense planning, and joint warfighting from unit to unified command and service headquarters levels, in addition to serving on two congressional commissions charged with outlining the nation’s future defense needs. His aviation career includes more than 3,000 flying hours (more than 400 combat) in operational fighter and training assignments. He is a graduate of the USAF Fighter Weapons School and has served as an operational instructor pilot, F-15 aerial demonstration pilot, commander of an F-15 operations group, and commander of a joint and combined task force. In August 1990, he participated in the original design of the Coalition air campaign against Iraq. During Operation DESERT STORM he was the principal offensive air campaign planner for the Joint Force Air Component Commander. As the commanding general, Joint/Combined Task Force Operation Northern Watch (1998/1999), he flew more than 80 combat missions leading a coalition of Turkish, British, and U.S. forces in enforcing the no-fly zone over northern Iraq. He has served in a variety of staff positions, including legislative liaison for the Air Staff ’s War Fighting Concepts Development Division and on the Secretary of the Air Force’s policy group, where he was a principal author of the white paper The Air Force and U.S. National Security: Global Reach—Global Power. More recently he has served on the 1994 Commission on Roles and Missions, as the Air Force representative to the 1997 National Defense Panel, as director, Expeditionary Aerospace Force Implementation, and as director, Air Force Quadrennial Defense Review (2001). Among his many awards and decorations is America’s highest peacetime award, the Defense Distinguished Service Medal.
John Andreas Olsen
See also
DESERT STORM; INSTANT THUNDER

clear weapons and the missiles to deliver them. By December 1998, the United Nations Special Commission concluded that Iraq had not met those requirements, and as diplomatic efforts failed to solve the ongoing inspection problems, the U.S. and British governments decided to resolve the crisis by the use of military force. Operation DESERT FOX sought to strike military and security targets in Iraq that were contributing to Iraq’s ability to produce, store, maintain, and deliver weapons of mass destruction. The declared objectives were “to degrade Saddam Hussein’s ability to make and use weapons of mass destruction, to diminish his ability to wage war against his neighbors, and to demonstrate the consequences of flouting international obligations.” The combined air strikes lasted four nights (16–19 December 1998), ending as the Muslim holy month of Ramadan started. The United States and the United Kingdom suffered no losses; Iraqi casualty figures remain unknown. Approximately 600 sorties and 400 cruise missiles were launched against some 100 targets in the lowland areas between the Tigris and Euphrates Rivers from Tikrit in the north to the southern port city of Basra. The key targets were suspected weapons production sites, air defense systems, command and control facilities, Republican Guard bases, and other presidential elite units. In military terms, Operation DESERT FOX is regarded as a success: The bomb-damage assessment indicates that smart bombs and improved cruise missiles resulted in one of the most accurate bombing campaigns in the history of warfare. The political effects of the air campaign are disputed. U.S. and British leaders claimed that the air strikes achieved their mission, whereas others speculate that Saddam Hussein succeeded in weakening the cohesion of the 1991 Coalition and halting UN inspections (such inspection operations have yet to resume). Considered together with the no-fly zones and UN-imposed economic sanctions against Iraq throughout the 1990s, Operation DESERT FOX represented the culmination of tension between Iraq and the United Nations in the aftermath of Operation DESERT STORM.
John Andreas Olsen
See also
DESERT STORM; Iraqi Air Force

DESERT FOX (1998)

Code name for post–Gulf War air campaign against Iraq to thwart its capability to produce weapons of mass destruction. At the end of the Gulf War of 1991, the United Nations Security Council demanded that Iraq fully disclose and dismantle its program to build biological, chemical, and nu-

DESERT SHIELD (1990)

Operation by the U.S. military and the international Coalition to deter further Iraqi aggression and, if necessary, defend Saudi Arabia during the Gulf War. The operation was originally known as PENINSULA SHIELD. On 2 August 1990, six

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divisions of the elite Iraqi Republican Guard Corps invaded Kuwait. Five days later, U.S. military forces started deploying to Saudi Arabia to establish a credible deterrence capability. Airpower played an important role in DESERT SHIELD. The first two service branches able to move assets to the Persian Gulf were the U.S. Navy and Air Force.Aircraft from U.S. carriers and elements of the 1st Tactical Fighter Wing, which began arriving on 8 August, were the first credible military assets ready to defend Saudi Arabia. By 2 September, the United States had approximately 600 aircraft in place. With the necessary assets, U.S. Air Force Lieutenant General Charles Horner began to create a plan to integrate the various types of aircraft into a coherent strike force. During this time, high-level U.S. military leaders were debating strategy for the possible air war. Air Force planners put together a strategic bombing concept that was intended to destroy Baghdad’s command and control, critical “centers of gravity” (petroleum and electrical targets), and the country’s infrastructure in order to cripple Iraq’s ability to wage war. Airpower enthusiasts thought the plan to be exactly what was needed to keep Coalition casualties to a minimum. Others in the military hierarchy were not so supportive. It would not be until DESERT STORM that the debate would be resolved.
Craig T. Cobane
See also
DESERT STORM; Horner, Charles A.; Strategic Bombing References Atkinson, Rick. Crusade: The Untold Story of the Persian Gulf War. New York: Houghton Mifflin, 1993.

Early in the war, the Coalition’s air superiority became clear. Iraq possessed nearly 800 combat aircraft and an integrated air defense system controlling more than 3,000 surface-to-air missiles. Due to Coalition air supremacy, however, Iraq was unable to win a single air-to-air engagement and lost 35 aircraft (total Iraqi losses exceeded 200 aircraft). The air war continued for five weeks, with more than 109,000 combat sorties (40,000 against Iraqi ground forces). The Coalition lost only 38 aircraft—the lowest loss rate of any air combat in history and less than the normal accident rate per sortie in combat training. By the cease-fire, Coalition airplanes had dropped 88,500 tons of ordnance (6,500 tons precision-guided). As the air phase of the war ended, it was clear that Coalition airpower had significantly degraded Iraq’s military capability.
Craig T. Cobane
See also
DESERT SHIELD; Horner, Charles A. References Hallion, Richard. Storm Over Iraq: Air Power and the Gulf War. Washington, DC: Smithsonian Institution Press, 1992. Watson, Bruce, ed. Military Lessons of the Gulf War. London: Greenhill Books, 1991.

Dewoitine Aircraft
Emile Dewoitine (1892–1979), innovative engineer, designed an all-metal parasol fighter in 1919. The D.1 flew in 1922 and was bought in quantity by the French services and Serbia; Italy produced 120 units under license. After improvements, the second-generation D.27 arrived in 1927 and was selected by Yugoslavia, Switzerland, and France, which also bought the D.53 derivative. Launched in 1932, the D.500 series was a success in France, with 350 fighters built. The D.370 and its derivatives were a step backward as the last parasol fighters, their production reaching only 87 units. The Dewoitine D.520, a modern design that flew in October 1938, became the best French fighter of its time. Only 403 examples had been accepted before France collapsed in June 1940.As good as the German fighters, they were not in a sufficient number to play a decisive role. More were built for occupied France. After the war, Emile Dewoitine was accused of active collaboration. He never built aircraft in France again, but he did assist in designs in Argentina.
Stéphane Nicolaou
References Danel Raymond, and Jean Cuny. Les Avions Dewoitine. Paris: Larivière, 1982.

DESERT STORM (1991)

International military operation undertaken in early 1991 to expel Iraqi forces from Kuwait; the offensive portion of the Gulf War. Airpower played a vital role in deterring Iraq during Operation DESERT SHIELD, paving the way for one of the most decisive military victories in history. Many analysts believe that the Gulf War was the first in history to be decided by airpower. DESERT STORM can be divided into two phases: the air war and the ground war. The Coalition strategy was to take advantage of its superior airpower. On 17 January, the air war began when a flight of U.S. Apache helicopters destroyed early warning radar installations, allowing U.S. F-117 stealth aircraft, using laser-guided bombs, to cripple Iraq’s sophisticated air defense system.

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Dien Bien Phu, Battle of (1954)
Viet Minh victory at Dien Bien Phu in 1954, the first achieved by a Third World nationalist uprising against a great colonialist power like France. Located near the Laotian border, Dien Bien Phu had been selected to change from a moving to static war. The reinforcement started on 20 November 1953. Air transportation was the only way of access, first by dropping parachutists, then by using a former Japanese landing strip. The Viet Minh placed 130,000 men and a quantity of artillery without being detected by French aerial reconnaissance. The siege began on 13 March 1954, and the Vietnamese immediately overran several strong points where they put antiaircraft artillery, limiting the strip to night use only. The tactical pilots of the Aéronavale (the French naval air force) fought bravely when morale was low among Armée de l’Air crews, but the transporters proved to be equally important. Their task was vital for the troops, as all support was coming from the air. Bombing missions were mainly against antiaircraft artillery to make C-47 and C-119 drops less dangerous. The United States, fearing a Chinese reaction, rejected the French plea for B-29 bombing. On 7 May 1954, the last defenders surrendered. Dien Bien Phu showed that aerial weaponry by itself couldn’t secure a victory—a lesson U.S. politicians forgot 10 years later in Vietnam.
Stéphane Nicolaou
References Gras, Philippe. L’armée de l’Air française dans le conflit indochinois. Paris: L’Harmatant, 2001.

By 9 A.M., the beachhead was a site of carnage, and British commanders decided to withdraw the surviving troops. Allied destroyers escorted rescue boats under murderous German fire to pull out the survivors. By early afternoon, the rescue boats were headed back to England with the remnants of the Dieppe raiders, leaving 24 officers and 3,164 men behind, killed or captured. Of the 5,000 Canadian troops, some 900 were dead and almost 2,000 captured.
James H. Willbanks
References Robertson, Terrence. Dieppe. New York: Harcourt, Brace, 1943. Thompson, R. W. At Whatever Cost: The Story of the Dieppe Raid. New York: Coward-McCann, 1957. Whitehead, William. Dieppe, 1942: Echoes of Disaster. Toronto: Personal Library, 1979.

Distant Early Warning (DEW)
A series of radar installations, stretching just above the Arctic Circle from Alaska across Canada to Greenland, designed to give early warning of attacks from air and space on North America. Construction of the DEW Line was initially approved by President Harry Truman in late 1952. Despite a contentious public debate throughout 1953 and 1954, testing and construction commenced, and the initial network of 57 sites became operational during the summer of 1957. Construction was funded by the United States and carried out under extremely harsh Arctic conditions by U.S. and Canadian contractors. Duty for the U.S. civilian and military personnel manning DEW installations was both arduous and tedious. In theory they would provide the first warning of any Soviet attack coming in over the Arctic Ocean, then relay that information to the Combat Operations Center, North American Air Defense Command, in Colorado Springs, Colorado. The Air Force hoped that the resulting 3–6 hours of warning would allow them to scramble air defenses to intercept Soviet bombers and, more important, allow the bombers of the Strategic Air Command to be dispersed and protected from attack. The DEW Line evolved throughout the rest of the Cold War to match the changing threat. The number of DEW sites peaked at 78 in the early 1960s, by which time it was supplemented not only by the Mid-Canada and Pinetree radar networks that had preceded it to the south but also by seaward extensions of radar coverage provided by a variety of permanent radar platforms (so-called Texas Towers), naval picket ships, and early warning aircraft. As the threat from intercontinental ballistic missiles slowly eclipsed that of bombers

Dieppe, Battle of (1942)
First major European amphibious operation of World War II. On 19 August 1942, a landing force of 5,000 Canadian and 1,000 British troops, plus a token force of 60 U.S. Army Rangers, raided the German-held French channel port of Dieppe. The raid was launched because the Allies needed to demonstrate to the people of occupied Europe that they could mount an operation against the Germans, who had marched unimpeded across Europe. Additionally, the raid would provide needed experience in modern landing techniques. Operation JUBILEE, as the raid was called, ran into trouble early when the approaching assault boats were discovered and fired on by five armed German trawlers. All hope for surprise was lost as the German defenders established a deadly crossfire on the beach in the predawn darkness.

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throughout the 1960s, most of these supplementary systems were gradually decommissioned, but the DEW Line continued in service for the duration of the Cold War. From the late 1980s through the mid-1990s, it was gradually replaced by the North Warning System, build largely on old DEW sites.
David Rezelman
See also Air Defense Command; Antimissile Defense; Ballistic Missile Early Warning System; Cold War; Missiles, Intercontinental Ballistic; North American Air Defense Command; Radar; Satellites; Soviet Aircraft Development and Production; Sputnik; Strategic Air Command; Strategic Defense Initiative References Morenus, Richard. DEW Line: Distant Early Warning, The Miracle of America’s First Line of Defense. New York: Rand McNally, 1957. Schaffel, Kenneth. The Emerging Shield: The Air Force and the Evolution of Continental Air Defense, 1945–1960. Washington, DC: Office of Air Force History, United States Air Force, 1991.

The great Jimmy Doolittle, sitting on the edge of the cockpit of his Wedell Williams racer. (Walter J. Boyne)

Doolittle, James H. (1896–1993)
Pioneer American aviator, engineer, scientist, and military officer; his career spanned aviation’s first century. He spent his early childhood in Nome, Alaska, while his father prospected for gold. Educated in Southern California, he was an excellent amateur boxer and at times fought for money. When the United States entered World War I, Doolittle enlisted as a flying cadet in the Signal Corps Reserve, attended flying school, and soloed after 7 hours and 4 minutes of flight instruction. After commissioning as a second lieutenant, he served as a flight gunnery instructor at Rockwell Field in San Diego, California. His request and hope for an overseas assignment to the war zone were denied because of the Armistice of November 1918. Following the war, he had several flying assignments and received some excellent hands-on engine and airplane construction experience from several superb instructors at Kelly Field, Texas. In September 1922, he made a cross-country flight in an elapsed time of 22 hours and 30 minutes, a feat that gained him instant notoriety. Doolittle spent the next several years in academia, earning a bachelor’s degree from the University of California and a master’s and a Ph.D. from the Massachusetts Institute of Technology. In 1925, he won the Schneider Trophy for testing a Curtiss R3C-2 float biplane, bettering both domestic and international competitors at an average speed of 232.573 mph over a straightaway course. At the age of 28, James Doolittle was considered the most qualified, most experienced, and best-educated test pilot in the United States. Taking several leaves of absence from the Army, Doolittle flew many dangerous demonstration flights for various U.S. aviation companies while working on flight instrumentation and blind flying at Mitchell Field’s Full Flight Laboratory in New York. On 24 September 1929, he made a flight using the Kollsman precision altimeter, the Sperry gyrocompass, the Sperry artificial horizon, and rudimentary radio navigation aids. Besides piloting the historic flight, Doolittle had much to do with the aircraft’s engineering, offering suggestions to the contractors, helping them refine their thinking and improve their designs, and furnishing them with vital input from a cockpit perspective. In February 1930, Doolittle decided for personal financial reasons to resign from the Air Corps to work for Shell Petroleum Corporation, where he coordinated the company’s aviation departments in San Francisco, St. Louis, and New York. In addition, he kept the company in the public’s eye by continuing to participate in air shows and races. In January 1940, he was appointed president of the Institute of Aeronautical Sciences, one of the most prestigious and influential technical societies in the world, but this was not satisfying enough. Doolittle wanted to be in the action, and he requested recall to active duty. On 1 July 1940, he returned to active-duty status, went to Great Britain on an inspection tour, and tested new aircraft like the B-26 Marauder. In early 1942, the United States, still tormented by the shock of Pearl Harbor and the continuing succession of Japanese victories, needed some type of victory to raise

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morale. General Henry H. “Hap” Arnold, the commanding general of the Army Air Forces, chose Doolittle to lead an air strike of Army B-25 bombers from the Navy aircraft carrier Hornet against the Japanese mainland. On the morning of 18 April 1942, the Japanese observed the carriers Hornet and Enterprise, compelling higher command to schedule the raid a day earlier.All 16 B-25s dropped their bombs, but as a consequence of the 150-mile extended flight path all but one aircraft, which landed in the Soviet Union, ran out of fuel and went down in Japanese-occupied China. Most of the pilots, including Doolittle, maneuvered their way to friendly lines. Although the damage from the Doolittle Raid was slight, the psychological effect on the Japanese was significant: Imperial forces had failed to protect the homeland. Doolittle was made a brigadier general following the raid and received the Congressional Medal of Honor. Promotion to major general soon followed. He went to Europe to command the 4th Bombardment Wing (Medium) of the Eighth Air Force and subsequently the Twelfth Air Force for the invasion of French North Africa, before commanding the Northwest African Strategic Air Forces (NASAF). As NASAF commander, his forces concentrated on Axis logistics and supply. Doolittle flew at least a half-dozen combat missions during this period. During his stint in the Mediterranean theater, Doolittle underwent a crash course in large-scale military administration. He introduced imaginative new fighter tactics by encouraging his fighters to employ loose escort, instead of close escort, of bomber formations. On 6 January 1944, Doolittle assumed command of the mighty Eighth Air Force, the largest and most prestigious air force, with no fewer than 26 heavy bomber groups, 12 fighter groups, 42,000 combat aircraft, and 150,000 personnel. He again changed the role of his fighters from escort to killer, allowing his fighters to chase German fighters instead of waiting for the enemy to come to them. After V-E Day, Doolittle moved his Eighth Air Force to the Pacific, where he was present for the unconditional Japanese surrender aboard the battleship Missouri on 2 September 1945. Following the war, he worked hard to promote a separate U.S. Air Force through speech-making and congressional testimony. He was a founder of the Air Force Association and its first president. He left active duty but remained in the Air Force Reserve until retiring as a lieutenant general in 1959.After leaving active duty, he returned to his position at Shell as a vice president and director, holding that position until 1967. In 1985, President Ronald Reagan and Senator Barry Goldwater pinned on his fourth star, promoting him to full general. Known as the master of the calculated risk, this scientistaviator and man of many talents and accomplishments died peacefully in his sleep on 27 September 1993, at the age of

96. The Air Force gave him a full-honors funeral and an elaborate ceremony reserved for dignitaries and top officers that included a 21-gun salute and a flyover by 11 aircraft.
George M. Watson Jr.
References Doolittle, James H., with Caroll V. Glines. I Could Never Be so Lucky Again: An Autobiography by General James H. “Jimmy” Doolittle. Bantam Books. New York: 1991. Nalty, Bernard C., ed., and Russ A. Prichard, tech. adv. War in the Pacific: Pearl Harbor to Tokyo Bay. New York: Salamander Books Limited, 1991. Thomas, Lowell, and Edward Jablonski. Doolittle: A Biography. Garden City, NY: Doubleday, 1976.

Dornier Aircraft
Claude Dornier (1884–1969) began his aviation career with the Zeppelin Airship Company in 1910. From 1915 to 1918, he directed manufacture of several all-metal aircraft, including large flying boats. Prohibited by the victorious Western allies from making aircraft in Germany after World War I, Dornier moved work to Switzerland and Italy and initiated manufacture of the Wal (Whale) flying boats, which pioneered mail and passenger services in the 1920s and 1930s; more than 260 were made. The huge 12-engine Do X flying boat of 1929 undertook a four-continent tour in 1931. The Do17 Flying Pencil and the Do 24 (more than 200 were made and in service in some countries until the 1970s) and Do 26 flying boats developed for Lufthansa Airlines saw extensive military work in World War II. Dornier also manufactured products of other firms. The Do 335 twin-engine fighter-bomber, at 450 mph, was one of the fastest wartime aircraft, though few were built before the war ended. Having undertaken other manufacturing after 1945, Dornier resumed civil and training aircraft manufacture a decade later. The company was taken over by Daimler Benz in 1985.
Christopher H. Sterling
References Dornier: A Documentation on the Dornier Company History, and Dornier Aircraft. 2 vols. Friedrichschafen, Germany: Dornier, 1983. “Dornier.” In William Green, The Warplanes of the Third Reich. Garden City, NY: Doubleday, 1970, pp. 109–162.

Dornier Do 217
German twin-engine bomber and night-fighter during World War II. Dornier designed the Do 217 as a successor to

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the Do 17. Design began in 1937, a prototype flew in 1938, and 1,541 bombers and 364 night-fighters served from 1940 to 1945. Do 217s were initially envisioned as dive-bombers, and technical difficulties delayed the program until this requirement was waived. Twelve preproduction Do 217A/Cs began clandestine reconnaissance of the Soviet Union in late 1940. At that time, Do 217Es commenced level-bombing, reconnaissance, and antishipping tasks. After initial operational experience, one 20mm cannon, two machine guns (for a total of seven), and cockpit armor plating were added. By late 1941, 300 Do 217Es were flying antishipping missions from the Netherlands, where they remained until late 1944. At 17,000 feet cruising altitude, Do 217Es carried 8,818 pounds of bombs at 258 mph for 1,430 miles. Do 217J night-fighters were Do 217Es with four additional 20mm cannons, four machine guns, and a Liechtenstein radar in the nose. Do 217N night-fighters were Do 217Js modified with Schräge Musik (jazz music): two (later four) 20mm cannons mounted in the fuselage at a 70-degree angle to fire upward into the unprotected bellies of enemy bombers. Some Do 217Ns received Flensburg and Naxos devices that homed on to emissions from British bombers. Do 217J/Ns operated from May 1943 until mid-1944. Do 217K/M night-bombers employed Fritz-X radioguided bombs and Hs 293A wire-guided bombs to attack Allied shipping in the Mediterranean and Bay of Biscay in late 1943. They sank or seriously damaged three battleships, three cruisers, and several destroyers. Three Do 217P highaltitude (43,960-feet) reconnaissance aircraft and five Do 217R guided-bomb carriers never saw active service.
James D. Perry
References Green, William. Warplanes of the Third Reich. New York: Galahad Books, 1986, pp. 143–156.

came head of Fighter Command in 1940 on the retirement of Hugh Dowding. He moved on to head the RAF in the Middle East in 1943, then commanded Coastal Command from 1944 to 1945. After serving as military governor of the British zone of occupation in Germany after the war, he became a director of British Overseas Airways Corporation, one of the two state-owned airlines, and finally served for 15 years as chairman of the other, British European Airways (1949–1964).
Christopher H. Sterling
See also Britain, Battle of; Dowding, Hugh C.T. References Douglas, Sholto, with Robert Wright. Sholto Douglas—Combat and Command: The Story of an Airman in Two World Wars. New York: Simon and Schuster, 1966.

Douglas A-4 Skyhawk
Often called “Heinemann’s Hot Rod,” after the Douglas chief engineer Edward Henry Heinemann. The diminutive A-4 served as the primary U.S. Navy light attack aircraft for nearly 30 years. The design originated in 1952 when the Navy asked for the minimal aircraft that could deliver a tactical nuclear weapon. The A-4 (originally designated A4D-1) designed by Heinemann was less than 40 feet long, spanned less than 28 feet, and only weighed 8,500 pounds empty. The wing was so small that it did not require folding during carrier storage. The XA4D-1 made its first flight on 22 June 1954, and operational A4D-1s were accepted beginning in August 1954. The A-4 was heavily involved in bombing missions in Southeast Asia, although it was limited to daytime operations in relatively good weather. The first A-4 strike against Vietnam was on 5 August 1964, with the last occurring on 28 June 1973. Eventually, 2,960 A-4s of all types would be manufactured, with the last being delivered on 27 February 1979. This included 555 two-seat trainers, a type that would not be retired until 20 October 1999. The Blue Angels aerobatic team flew A-4s from 1974 to 1986, and a few TA-4J Skyhawks equipped with special electronics gear are expected to remain in service with the U.S. Navy until 2004. The A-4 proved to be popular with operators other than the United States, mainly because it was inexpensive to acquire and operate and was still a relatively capable daylight attack aircraft. In addition to the U.S. Navy and Marines, Argentina, Australia, Brazil, Indonesia, Kuwait, Malaysia, New Zealand, and Singapore operated the type.
Dennis R. Jenkins

Douglas, William Sholto (1893–1970)
Held several high offices in the Royal Air Force during World War II and in commercial aviation in the postwar period. William Sholto Douglas, later Lord Douglas of Kirtleside, joined the Royal Flying Corps in 1914, having learned to fly before the war. He served in a reconnaissance squadron, flying the BE.2a, and rose to command Nos. 43 and 44 Fighter Squadrons. He became an ace, with five German aircraft shot down. After the war, he became chief test pilot for Handley Page (and held commercial license number four), then returned to the RAF to command forces in the Sudan. Douglas be-

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Popular around the world because of its low price tag and ease of operation, the Douglas Skyhawk served as the primary U.S. Navy light attack aircraft for nearly 30 years. (Walter J. Boyne)

References Kinzey, Bert. A-4 Skyhawk in Detail and Scale. Carrollton, TX: Squadron/Signal, 1990. Francillon, Rene J. McDonnell Douglas Aircraft Since 1920. Annapolis, MD: Naval Institute Press, 1988.

Douglas A-20 Havoc
Douglas Aircraft developed the Model 7B twin-engine light attack bomber in the spring of 1936. The prototype flew for the first time in October 1938. However, due to budget constraints U.S. Army Air Corps officials decided not to purchase the aircraft. French officials had no such hesitation. In 1939, they ordered 270 of what was now designated the DB-7. Belgium also ordered an unspecified number. When France fell to Germany in 1940, the DB-7s as well as remodeled DB-7As and Bs were shipped instead to Great Britain and redesignated the Boston I, II, and III. Ironically, Air Corps leaders had already changed their minds by late 1939 following the passage of the bountiful Military Appropriations Act of April 1939. They ordered 63 DB-7s as high-altitude attack bombers with turbosupercharged Wright Cyclone radial engines. The Air Corps redesignated this aircraft the A-20.

After initial flights of the aircraft, the Air Corps decided it did not need a high-altitude light attack bomber but rather a low-altitude medium attack aircraft. To this end, only one A-20 was built and delivered. The final 62 contracted aircraft were built as P-70 night-fighters, A-20A medium attack aircraft, or F-3 reconnaissance aircraft. The lone A-20 was used later as a prototype XP-70 for the development of the P-70 night-fighter version of the Havoc. Construction of the A-20A, the first production model, began in early 1940. By April 1941, 143 had been built and delivered to the 3d Bomb Group (Light; 3BG). The aircraft was 47 feet, 7 inches long with a wingspan of 61 feet, 4 inches. It had a gross takeoff weight of 20,711 pounds. Powered by two Wright R-2600-3 or -11 Cyclone radial engines producing 1,600 hp, it had a maximum speed of 347 mph, a cruising speed of 295 mph, and a maximum ferry range of 1,000 miles. It had nine .30-caliber machine guns: four forwardfiring in a fuselage blister, two in a flexible dorsal position, one in a ventral position, and two rear-firing guns in the engine nacelles. It had a maximum bombload of 1,600 pounds. In October 1940, Douglas and Air Corps officials concluded a contract for 999 B models. Although it used the same Wright 2600-11 engines as the last 20 -A models, it was lighter and armed like the DB-7A. The A-20B had two .50caliber machine guns in the nose and only one .50-caliber gun in the dorsal mount. Its fuselage was 5 inches longer; it had a 2,400-pound maximum bombload, a maximum speed

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of 350 mph, a cruising speed of 278 mph, and a 2,300-mile ferry range. Eight were sent to the Navy as DB-2 targettowing aircraft, and 665 were delivered to the Soviet Union as Lend-Lease aircraft. Douglas built 948 C models, 808 at the Douglas plant in Santa Monica, California, and 140 under contract at the Boeing plant in Seattle, Washington. The C was patterned after the A model. Its Wright R-2600-23 Cyclone radial engines provided this heavier aircraft a maximum speed of 342 mph. Like all Havoc models, it had four crew members—a pilot, navigator, bombardier, and gunner. Originally built to be Royal Air Force and Soviet Lend-Lease aircraft, the Cs were diverted to the U.S. Army Air Forces once the United States entered World War II. More G models were produced than any other A-20 version. Douglas built 2,850 in 45 block runs. The major differences were new and varying armaments, most notably the addition of four forward firing 20mm cannons in the nose. After block run number five, these were again replaced with six .50-caliber machine guns. Douglas built 412 H models, 450 J models, and 413 K models. They were heavier at 2,700 pounds and had Wright R-2600-29 Cyclone supercharged radial engines producing 1,700 hp and flying at 339 mph. They carried 2,000 pounds of bombs internally and 2,000 externally. A-20 production ended in September 1944. Douglas and other plants built 7,230 A-20s. They served in every theater of war and with the USAAF, the RAF, as well as the Australian, Soviet, and several other Allied air forces. More A-20s were built than any other attack-designated aircraft to serve in World War II.
William Head and Brian Head
References Hess, William. A-20 Havoc at War. New York: Scribner’s, 1979. Swanborough, Gordon, and Peter M. Bowers. U.S. Military Aircraft Since 1909. Washington, DC: Smithsonian Institution Press, 1989.

Douglas A/B-26 Invader
In June 1941, Douglas Aircraft contracted with the U.S.Army Air Corps to produce two prototype twin-engine medium attack aircraft to replace the Douglas A-20 Havoc—the XA-26 attack version, and the XA-26A night-fighter, which was later canceled in favor of the Northrop P-61. The XA-26 first flew on 10 July 1942 and was accepted by the U.S. Army Air Forces on 21 February 1944. It had twin Pratt and Whitney R-2800-27 radial engines producing 2,000 hp each. It was 51 feet, 2 inches long with a wingspan of 70 feet. Its gross weight was 31,000 pounds and had a maximum bombload of 5,000 pounds. Its maximum speed

was 370 mph, its cruising speed 212 mph, and it had a range of 2,500 miles. It had a crew of three, a clear nose structure, two forward-firing .50-caliber machine guns, and two aft barbettes (dorsal and ventral). As testing continued, the USAAF ordered a third prototype designated the XA-26B that featured a solid nose. After numerous experiments with various nose armaments, the early production A-26Bs had six .50-caliber machine guns, and later Bs had eight guns mounted in the nose. The first production model was the A-26B. Douglas built them at Long Beach, California, and Tulsa, Oklahoma, delivering 1,355 from 1943 to 1945. The production model was similar to the prototypes, except it carried 6,000 pounds of bombs, could reach a maximum speed of 355 mph, cruise at 284 mph, and had a range of 3,200 miles. Deliveries began in August 1943. The first B models saw combat on 19 November 1944. In 1945, Douglas made minor armament and engine changes to the A-26, and later production models were designated A-26C. Once in combat, all 2,502 A-26B/Cs produced by the time contract ended in the mid-1945 used the nickname Invader. The B models remained in service after the war, and in 1948 the U.S. Air Force dropped the attack designation and redesignated them the B-26. During the Korean War (July 1950–July 1953), between 90 and 111 B-26s stationed in Japan flew nearly 70,000 sorties, dropping nearly 100,000 tons of bombs on enemy targets. The B models were also converted into CB-26B cargo transports, TB-26B trainers, VB-26B staff transports, DB-26Bs (which towed the Ryan Q-2A Firebee drone), the EB-26B Wingless Wonder drag parachute test aircraft, and the RB-26B reconnaissance aircraft. Some flew until the 1970s. In the early 1960s, the Air Force, realizing the advantages of the B-26 design in reconnaissance and counterinsurgency roles, employed B models in Vietnam. Crashes due to structural failure forced the Bs to be retired. To fill the void, a B-26C (S/N 44-35684) was modified with Pratt and Whitney R2800-103W engines, larger propellers, and a 8,000-pound bombload. It was designated the YB-26K Counter Invader. The test program was so successful that the Air Force ordered 40 modified B-26Ks. On Mark Engineering Company produced the K models in 1963 and 1964. They first saw combat in 1966. Based in Thailand, they proved highly effective flying interdiction and counterinsurgency missions over the Laotian Panhandle in support of Operation STEEL TIGER. Since the Thai government restricted the number of bombers using Thailand’s bases, the Air Force redesignated the Ks A-26As. Throughout three major wars, the Douglas A/B-26 models performed their various roles effectively. Whether as an attack aircraft, medium bomber, or light bomber, they were

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Although bought out by McDonnell Aircraft in 1967, the Douglas Aircraft Company was one of the top airplane manufacturers in the United States, producing such influential designs as the Douglas Havoc. (Douglas Aircraft Company, Inc.)

one of the longest-serving and best aircraft in U.S. Air Force history.
William Head
References Johnsen, Frederick A. Douglas A-26 Invader. North Branch, MN: Specialty Press, 1999. Mesko, Jim. A-26 Invader in Action. Carrollton, TX: Squadron/Signal, 1993.

Douglas Aircraft
U.S. aircraft manufacturer. For seven decades, the Douglas Aircraft Company produced 80 types, fully nine generations of successful commercial aircraft. Donald Douglas graduated from the Massachusetts Institute of Technology in 1915 and remained for a year as an assistant instructor in aeronautical engineering. After Douglas left MIT, he went to the Connecticut Aircraft Company, where he worked on the first Navy dirigible, the DN-1, and then briefly for the Glenn Martin Company. In 1918, he went to work for the U.S. Army Signal Corps. He went back to Martin briefly and designed the Martin MB-1 bomber.

In 1920, he moved to Santa Monica, California, invested his entire savings of $600, and formed his first company (Davis Douglas Company), with 18 square feet of desk space in the rear of a barbershop. His first aircraft design was a large, two-place wood-and-fabric biplane called the “Cloudster.” The first flight was on 24 February 1921, becoming the first aircraft to lift off the ground with a combination of payload and fuel equal to its own empty weight. Douglas reformed his company in 1921 as the Douglas Company (in 1928 it became the Douglas Aircraft Company); Douglas served as president until 1957, when he became chairman and chief executive officer. On 6 April 1924, four Douglas “World Cruisers” took off for the first successful round-the-world flight. Many civil and military developments of the World Cruiser followed. On 17 December 1935, the Douglas DC-3 made its first flight, and no single aircraft has influenced air transportation as much since. Some historians regard it as the most important transport aircraft ever built. The DC-3 was the first commercial aircraft that could make money carrying passengers alone, without a mail subsidy. In the United States between 1935 and 1985, at least 355 civilian airlines and corporations used DC-3s; this does not take into account all the individual private owners. The DC-3 became the C-47 in military service.

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By 1944, Douglas was the fourth largest aircraft company in the United States. It had six factories in three states, 160,000 employees, and a payroll of $400 million. It produced the SBDA-20 and A-26 and built B-17s for Boeing. Through a series of strategic miscalculations on the part of the Douglas company, Boeing fielded the first commercial passenger jet—the 707. Douglas followed up with the DC-8, but this led to a decline in profits, despite its marketing of many successful military designs, including the A-4. The McDonnell Aircraft Company acquired Douglas in 1967, becoming McDonnell Douglas. The 1990s saw an additional decline in sales and profits. In 1998, Boeing acquired the McDonnell Douglas Corporation.
Henry M. Holden
See also Douglas World Cruiser; Douglas A/B-26 Invader; Douglas A-20 Havoc; Douglas C-47 Transport; Douglas SBD Dauntless References Holden, Henry M. The Legacy of the DC-3. Niceville, FL: Wind Canyon, 1997.

II by General Dwight D. Eisenhower, commanding general of the Allied forces in Europe. The C-47 was one of more than 50 variants of the Douglas DC-3. It was used mainly as an ambulance and transport aircraft. The C-47 was the primary aircraft used for every paratroop invasion during World War II. During that war, the C-47 carried 22 million tons of goods and flew 67 million passenger-miles. It was responsible for the evacuation of more than 750,000 wounded. The total military variants of the DC-3/C-47 were 10,291, or 96.79 percent of DC-3 production (10,632 total). Additionally, 487 Japanese variants and 6,157 Russian Li-2s were manufactured from the Douglas plans, bringing the grand total for the type to 17,276. It was nicknamed the “Gooney Bird” and the “Dakota.”
Henry M. Holden
References Holden, Henry M. The Legacy of the DC-3. Niceville, FL: Wind Canyon, 1997

Douglas D-558 Douglas C-47 Transport
Ranked as one of the five most important pieces of equipment assisting in the Allied victory in Europe in World War U.S. research plane; significant because it helped to provide design data for future transonic and supersonic aircraft with both straight and swept wings. The D-558 flight research

The Douglas C-47 was one of the most important airplanes in World War II, used primarily for transport and evacuation. (Walter J. Boyne)

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program, carried out in a partnership between Douglas Aircraft, the U.S. Navy, and the National Advisory Committee for Aeronautics at the High-Speed Flight Research Station at Edwards Air Force Base, California, was divided into two phases, each having three aircraft. A single-place straight-wing jet-powered aircraft—the D-558-1 Skystreak—was manufactured by Douglas Aircraft and designed to investigate jet aircraft characteristics at transonic speeds, including stability and control and buffet. Unlike the Bell XS-1 (X-1), it took off and landed under its own power. The first flight of the aircraft was on 14 April 1947, with Gene May as the Douglas test pilot. Its maximum speed of 650.8 mph, then a world record for turbojet-powered aircraft, was achieved by U.S. Marine Corps Major Marion Carl on 25 August 1947. The three D-558-2 Skyrockets had the mission to investigate flight characteristics of a swept-wing aircraft at high supersonic speeds, with particular attention to the problem of pitch-up, a phenomenon often encountered with swept-wing aircraft. The first of the D-558-2s had a Westinghouse J34-40 jet engine and took off under its own power. The second was equipped with a turbojet engine, replaced in 1950 with a Reaction Motors LR8-RM-6 rocket engine. This aircraft was modified so it could be air-launched from a P2B-1S (a Navy B-29) carrier aircraft. The third Skyrocket had jet and rocket engines and could be air-launched. The D-558-2 was first flown on 4 February 1948 by Douglas test pilot John Martin. National Advisory Committee for Aeronautics pilot Scott Crossfield became the first person to fly faster than twice the speed of sound when he piloted the D-558-2 to its maximum speed of 1,291 mph on 20 November 1953. Its peak altitude, 83,235 feet, a record in its day, was reached on 21 August 1953, with Lieutenant Carl behind the controls.
J. D. Hunley
See also Research Aircraft References Crossfield, A. Scott. Always Another Dawn: The Story of a Rocket Test Pilot. Cleveland: World, 1960. Hallion, Richard P. Supersonic Flight: Breaking the Sound Barrier and Beyond. The Story of the Bell X-1 and the Douglas D-558. Rev. ed. London: Brassey’s, 1997. Hunley, J. D. ed. Toward Mach 2: The Douglas D-558 Program. SP4222. Washington, DC: NASA, 1999.

early losses suffered by the Imperial Japanese Navy in the Pacific War. Variations of the SBD (for “Scout Bomber, Douglas”) were used by the U.S. Army Air Forces, Royal New Zealand Air Force, British Fleet Air Arm, and the French navy and air force, but it was most successful with the U.S. Navy and Marine Corps. The SBD Dauntless went through six major versions before production ended in 1944. Perforated dive flaps characterized all versions. Despite its primary role as a divebomber, the Dauntless had good air-to-air combat characteristics and was credited with 40 of 91 enemy aircraft shot down during the Battle of the Coral Sea. Its rugged design gave it the lowest attrition rate of any U.S. carrier-based aircraft in the Pacific War. In 1942, Dauntlesses crippled Japanese striking power, sinking four fleet carriers at Midway. Beginning in mid1943, they were phased out in favor of the Curtiss “Helldiver.” Dauntlesses flew off escort carriers in antisubmarine and close air support roles for the rest of the war.
Grant Weller
See also Antisubmarine Warfare; Close Air Support; Coral Sea, Battle of the; Douglas Aircraft; Midway, Battle of References Angelucci, Enzo, ed. The Rand McNally Encyclopedia of Military Aircraft, 1914–1980. New York: Military Press, 1980. Munson, Kenneth. Fighters and Bombers of World War II, 1939–1945. London: Peerage Books, 1969.

Douglas World Cruiser
By achieving the first aerial circumnavigation of the world on 6 April 1924, the Douglas World Cruiser set an aviation milestone. The press called it the greatest achievement in aviation history. Douglas aircraft thus became the first to fly the future routes of the global network of air commerce. The Douglas World Cruiser was a conventional-looking biplane with a 50-foot wingspan and was powered by a 420hp Liberty engine. Top speed was 103 mph and maximum range was 2,200 miles. The four-plane flight of the Seattle, Chicago, Boston, and New Orleans ran into the worst weather of the century along the route. Rain, sleet, snow, and strong headwinds plagued the pilots. Clever logistics and good planning enabled them to overcome the hazards. The flight took 175 days and covered 27,553 miles. The actual flying time was 15 days, 11 hours, and 7 minutes, averaging 74.2 mph. The Seattle went down off Alaska, and the Boston went down off the coast of Iceland, but each crew

Douglas SBD Dauntless
U.S. carrier-borne dive-bomber; responsible for many of the

Dowding, Hugh C.T.

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The Douglas World Cruiser was a simple, sturdy design that had the stamina to undertake the first successful flight around the world. (U.S. Air Force)

survived. The two remaining World Cruisers flew over 28 countries and were the first to cross the Pacific Ocean.A fifth plane, the prototype Boston II, joined up with the flight at Nova Scotia. The Chicago may be seen in the National Air and Space Museum, the New Orleans in the Museum of Flying in Santa Monica, California.
Henry M. Holden
References McDonnell Douglas. First Around the World. Privately published, 1974.

Dowding, Hugh C. T. (1882–1970)
Air vice marshal and head of RAF Fighter Command during the Battle of Britain.“Stuffy” Dowding is credited with much of the planning and leadership that staved off defeat in 1940 from the German Luftwaffe. He entered the British army in the late nineteenth century, transferring to the new RAF upon its formation in 1918, having paid for his own flight training. He was knighted in 1935 for his important work in aircraft procurement. A year later, he became head of the new Fighter Com-

mand and strongly encouraged the development and use of radar as a key part of the defense of Britain. Along with the Ground Observer Corps, complex command and control facilities, the new Hurricane and Spitfire interceptors, and the welding of the whole into a highly trained and cohesive weapons system, Dowding’s preparations created the successful edge over Germany in the 1940 Battle of Britain. But despite support from Air Vice Marshall Keith Park about the use of smaller groups of fighters meeting invading German aircraft as early as possible, Dowding lost out in the late-1940 policy debate to Air Vice Marshall Trafford Leigh-Mallory’s support of “big wings” of defense aircraft; he was replaced in November 1940. He headed an unsuccessful British mission to the United States seeking more aircraft and then retired in mid-1942. In recognition of his efforts for the RAF, Dowding was made a lord in 1943 (the first from the RAF since Hugh Trenchard).
Christopher H. Sterling
See also Britain, Battle of; Royal Flying Corps/Royal Naval Air Service/Royal Air Force; Trenchard, Hugh References Wright, Robert. The Man Who Won the Battle of Britain: Hugh Dowding, RAF. New York: Scribners, 1969.

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Dresden, Bombing of (1945)
Controversial Allied combined bombing mission late in World War II that has become a symbol for the excesses of strategic bombing. Much of this reputation is based on Cold War distortions of the facts. Britain’s RAF Bomber Command and the U.S. Eighth Air Force mounted coordinated attacks on the German city on 14 and 15 February 1945. Contrary to popular beliefs, the city did contain valid military targets, and the mission was prompted by Russian requests for attacks on transportation centers like Dresden to assist their advance into Germany. But the raid was also related to Operation THUNDERCLAP, a British-inspired plan to break German morale from the air by destroying Berlin, and the large RAF formation succeeded in igniting a firestorm at night that degraded the accuracy of supporting USAAF daylight attacks. The bombing and its aftermath confirmed American misgivings about THUNDERCLAP. According to official German records, 25,000–35,000 people died in the conflagration. This was the third deadliest bombing raid of the war in Europe, ranking behind only the 1943 Allied attack on Hamburg and the 1942 German assault on Stalingrad. Reports of the destruction and a briefer’s offhand remark that the Allies were adopting terror bombing caused a serious backlash, especially in Britain, and contributed to the end of strategic bombing in Europe. After the war, German and Russian propaganda propounded much higher casualty figures, which were reinforced by David Irving’s influential book that settled on a death toll of 135,000. Irving later recanted and accepted the lower total from German records, but his earlier high claim is still widely cited.
Conrad C. Crane
See also Berlin Air Battles; GOMMORRAH; Hamburg Bombing Campaign; Stalingrad, Battle of; Terror-Bombing References Angell, Joseph W.“Historical Analysis of the 14–15 February 1945 Bombing of Dresden.” File K239.046–38. Maxwell AFB, AL: Air Force Historical Research Agency. Crane, Conrad. Bombs, Cities, and Civilians: American Airpower Strategy in World War II. Lawrence: University Press of Kansas, 1993. Irving, David. The Destruction of Dresden. New York: Ballantine Books, 1965.

Dunkirk
The Luftwaffe dominated the skies over France during the May 1940 blitzkrieg. Within days, the Royal Air Force stationed in France had lost half of its combat-ready bombers. Its Hurricane fighters fared no better. Fighter Command was quickly down to 39 squadrons, less than the required 60 for defense of Great Britain. The Germans were just across the English Channel, in Holland, threatening to overwhelm Belgium as well. By 20 May, the British were exploring options for evacuating from Calais to Dover. Then Adolf Hitler halted the ground effort. Still, the British Expeditionary Force at Dunkirk endured heavy air and artillery attacks as well as strafing by Messerschmitts, bombing by Dorniers and Heinkels, and dive-bombing by Stukas. The assignment of Sir Hugh Dowding’s RAF Fighter Command’s was to patrol the beach for three miles on each side of Dunkirk from daylight to dark while continuing to protect the retreat and escort the British Fairey Battles and Bristol Blenheims. British forces also had home defense duties, so the 200 planes had as little as 20 minutes over Dunkirk before they withdrew. The German fleet included 300 bombers and 550 fighters. The outnumbered British routinely sent eight to 20 plane sorties against up to 50 of the enemy.At that point, the RAF pilots lacked experience, their communications were monitored, and they came in too low, giving the altitude advantage to the Germans, who gladly swooped down from the sun. Still, the RAF disrupted the attacks enough that the retreat and evacuation succeeded.At the end of the evacuation the RAF was outnumbered 8:1, but when Operation DYNAMO ended on 4 June, 364,628 Allied troops had been evacuated, and only 30,000–40,000 French had to surrender. Dunkirk cost 106 RAF fighters, 80 pilots, and 77 bombers. The fighter force was reduced to a total of 524 aircraft for the coming Battle of Britain.
John Barnhill
See also Dowding, Hugh C.T.; German Air Force (Luftwaffe); Royal Flying Corps/Royal Naval Air Service/Royal Air Force References Carse, Robert. Dunkirk, 1940: A history. Englewood Cliffs, NJ: Prentice-Hall, 1970. Gelb, Norman. Dunkirk: The Complete Story of the First Step in the Defeat of Hitler. New York: William Morrow, 1989

E
Eagle Squadrons
America was still at peace in 1940, but some American young men were very much at war. They were the transport pilots, cropdusters, washed-out cadets, students, and other adventurous youths who had gone to Canada and enlisted in the Royal Canadian Air Force. After basic training, they had been sent to England for operational training and assignment to Royal Canadian Air Force or Royal Air Force units. In October 1940, these Americans transferred to the newly organized RAF No. 71 Squadron, the first of the Eagle Squadrons. They wore the RAF uniform with the distinguishing Eagle Squadron patch on the left shoulder. The No. 21 and No. 133 Squadrons were formed as more Americans signed up. In September 1942, after the U.S. Army Air Forces began operations in England, the Eagle Squadrons were transferred to U.S. control. However, Squadron Leader J. C. Nelson of Denver, Colorado, one of the first Americans to fly for Britain and who fought in the Battle of Britain, elected to remain with the RAF. Flight Lieutenant Chesley Peterson of Utah and Flying Officer Gregory Daymond of California, both Eagle Squadron commanders, became aces in the Battle of Britain. Peterson later became known as the “21-yearold colonel.” After transferring to the USAAF, the three Eagle Squadrons were organized into the 4th Fighter Group stationed at Debden. They retained their Spitfires under a reverse Lend-Lease arrangement.
Albert Atkins
References Gurney, Gene. The War in the Air: A Pictorial History of World War II Air Forces in Combat. New York: Crown, 1964. Nesbit, Roy C. An Illustrated History of the RAF. London: Colour Liberty, 1996.

Eaker, Ira C. (1896–1987)
American aviation pioneer and general. Born in Field Creek, Texas, on 3 April 1896, he enlisted in the Army in 1917 following graduation from school and was accepted to officer training and commissioned as an infantry officer. He did not serve overseas during World War I; instead he was sent to the Aviation Section of the U.S. Army Signal Corps, where he learned to fly and earned his pilot’s wings in October 1918. Over the next several decades, he participated in some of the most daring and innovative flights of the time. In 1926, Captain Eaker was second in command of a 22,000-mile goodwill tour by Army planes that circled Central and South America. Three years later, he piloted the Army Air Corps’s “Question Mark” flight, which established a world endurance record by remaining aloft more than 150 hours in a series of pioneering airborne refueling operations. Besides these monumental fights, Eaker’s name ranks with such prominent air advocates such as William “Billy” Mitchell, Henry H.“Hap” Arnold, and Carl “Tooey” Spaatz in the fight for the enhancement of airpower as the most important strategic arm of the military. Eaker progressed through the ranks until earning two-star status as a major general just prior to World War II. It was in this war that he established his reputation as an airman. He commanded the famed Eighth Air Force in Britain in 1942 and 1943, then went on to command the Allied air forces in the Mediterranean in 1944 and 1945. During the last months of the war, he became deputy commander of the Army Air Forces and chief of the Air Staff in Washington, D.C. During the war, General Eaker personally led the first U.S. B-17 bomber strike against German occupation forces in France (against Rouen on 17 August 1942). As commander of the Fifteenth Air Force in the Mediterranean, he flew the first bombing raid from Italy into Germany, landing
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in the Soviet Union after striking a series of military targets. He advocated precision daylight bombing, a tactic that most Allied leaders were skeptical about. In addition, he also developed the plan to bomb enemy targets around the clock using U.S. B-17s to strike by day and Royal Air Force bombers to attack by night. Before he retired from Air Force service in June 1947, General Eaker worked closely with General Spaatz and Assistant Secretary of War W. Stuart Symington to establish a separate U.S. Air Force. Awards would follow. He received the Silver Star, the Distinguished Flying Cross, and myriad other military awards from other countries as well as the United States, including a special Gold Medal from Congress in 1979. After his Air Force retirement, General Eaker worked at the Hughes Tool Company and Hughes Aircraft until 1957. For almost two decades, he wrote a column on military affairs that was syndicated to 180 newspapers. He died in 1987, two years after President Ronald Reagan awarded him his fourth star. The wartime hero and aviation pioneer is buried at Arlington National Cemetery.
George M. Watson Jr.
References Copp, DeWitt S. A Few Great Captains: The Men and Events That Shaped the Development of U.S. Air Power. McLean, VA: EPM, 1980. Parton, James. “Air Force Spoken Here”: General Ira Eaker and the Command of the Air. Bethesda, MD: Adler and Adler, 1986.

Eastern Solomons, Battle of the (1942)
Carrier engagement during the Guadalcanal Campaign in August 1942. A Japanese fleet under Admiral Nobutake Kondo (carriers Ryujo, Shokaku, and Zuikaku) moved south from Truk to cover resupply and reinforcement operations to Guadalcanal. The fleet was spotted by reconnaissance, and a U.S. force under Admiral Jack Fletcher steamed to intercept (carriers Enterprise and Saratoga, with Wasp refueling to the south). The Americans struck first, at a force acting as bait, and sank Ryujo with a 38-plane strike. Shortly after that force was launched, reconnaissance discovered the main Japanese carrier force, but poor radio communications, due in part to weather conditions, made it impossible to divert the strike force to the more attractive target. The Japanese strike force scored three bomb hits on Enterprise, but successful damage control allowed the ship to continue to operate aircraft. A follow-up U.S. strike sunk the seaplane tender Chitose; a subsequent Japanese strike was unsuccessful in locating the U.S. fleet. Both sides then retired. Although usually considered an American victory for the sinking of Ryujo, Japanese resupply of Guadalcanal was successful. The Battle of the Eastern Solomons showed the importance of communications with air units in flight to allow reaction to changing situations. It also illustrates the importance of effective damage control in allowing a carrier to maintain flight operations. This was an area where the Japanese were initially deficient, and became progressively more so, while the Americans entered the war with a high degree of proficiency that was steadily improved.
Frank E. Watson
See also Guadalcanal References Hoffman, Carl W. Carrier Clash: The Invasion of Guadalcanal and the Battle of the Eastern Solomons. Pacifica, CA: Pacifica Press, 1997. Morison, Samuel Eliot. The Two Ocean War. Boston: Little, Brown, 1963.

Ebro 33: Rescue Efforts
Demonstration of NATO efforts to rescue downed aircrew members. On 30 August 1995, a French Mirage 2000K aircraft, call sign Ebro 33, was shot down by Serbian forces as it was attacking an arms storage area 20 miles southeast of Pale, Bosnia-Herzegovina. This mission was part of NATO Operation DELIBERATE FORCE.

Ira Eaker and Carl Spaatz were two brilliant officers whose careers intertwined, from before the famous flight of the Question Mark in 1929 to the sending of the Eighth Air Force against Germany. Here Spaatz is pinning another well-earned decoration on Eaker. (U.S. Air Force)

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The Mirage was hit by a Serbian surface-to-air missile. The missile severely crippled the aircraft, and the crew of Captain Frederic Chiffot and Lieutenant Jose Souvignet ejected. The two pilots were immediately captured by an armed civilian and passed to Serbian army forces. But NATO commanders were unaware of this and began immediate planning for rescue operations. Early on the morning of 6 September, Admiral Leighton Smith, commander of NATO’s southern forces, ordered the USS Roosevelt to execute a search-and-rescue mission. It launched a task force consisting of HH-60 helicopters from Helicopter Squadron 3 (HS-3) and U.S. Navy SEALs from Delta Platoon, SEAL Team-8, onboard for just such emergencies. But bad weather in the recovery area prevented the force from searching for the two Frenchmen. Admiral Smith determined that the collected intelligence warranted another attempt. This time, he tasked the mission to the Joint Special Operations Task Force (JSOTF) at Brindisi, Italy. Early on the morning of 7 September, it launched a package consisting of two MH-53 “Pave Low” helicopters, AC-130 gunships, A-10s, and other supporting aircraft. Onboard the two helicopters were both U.S. and French personnel trained to search for and recover the missing airmen. But once again, the horrible Bosnian weather precluded a comprehensive search of the area. Admiral Smith ordered the JSOTF to launch a third attempt on the evening of 7 September. This time the weather was perfect for the mission. AC-130 aircraft entered the area and began the search. Two more MH-53s launched as the recovery aircraft. The search was fruitless. But it did catch the attention of Bosnian Serb forces in the area. An estimated eight antiaircraft guns of varying sizes began firing at them. Both the AC-130 and helicopters returned fire. Additionally, supporting A-10s and F-18s attacked the enemy guns. As the helicopters turned to depart the area, both were hit numerous times. Onboard, two sergeants, Randy Rutledge and Dennis Turner, were wounded, although neither seriously. Reviewing the negative results of the three efforts, Admiral Smith decided against any further missions. Subsequently, it was revealed that some of the signals received and objects observed by the rescue forces had been fakes purposely created by the Bosnia Serb forces. In October, the French government determined through other sources that the two men had been captured by the Bosnians and were being held in an undisclosed location. They were eventually released to French authorities as an initial step in the Paris Peace Agreement and the Dayton Accords, which ended the conflict. The rescue attempts for the crew of Ebro 33 had been unsuccessful. But the level of effort sent a powerful message to all of the NATO aircrews. They knew that if they were shot

down, they could count on the rescue crews to try to get them. It bonded together the men from the various allied nations into one unified force.
Darrel Whitcomb

Egyptian Air Force
The roots of Egypt’s air forces run back to 1912, when an improvised Egyptian antiaircraft battery brought down an Italian Nieuport. During World War I, the Egyptian army engaged in some operations in cooperation with the Royal Flying Corps. The direct antecedent of the current Egyptian Air Force was established in 1932, as a political gesture on the part of the British who still dominated Egypt, nominally an independent kingdom. The first Egyptian airmen were trained by the Royal Air Force and operated RAF aircraft. When World War II began, the Royal Egyptian Air Force (REAF) operated a single fighter squadron, flying Gloster Gladiator biplane fighters. The REAF was beset by internal problems, including subversive action by a number of officers, one of whom was Anwar Sadat, later president of Egypt. The REAF was essentially grounded because of this and did not emerge as a fighting force until after the Axis powers had been driven from Africa. After World War II, the REAF was given more autonomy and equipped with modern aircraft, including Supermarine Spitfires. By 1947, it included three fighter squadrons, as well as a mixed bag of transport and liaison aircraft. These were used in the series of battles that culminated in the Israeli War of Independence in 1948–1949. When in 1952 Egypt rebelled against British influence and established itself as a sovereign state, it created the Egyptian Air Force, with six squadrons of fighters, including three equipped with Gloster Meteor and de Havilland Vampire jets. It turned to the Soviet bloc for more modern arms and eventually received MiG-15 fighters. By 1967 it had grown greatly in strength and had several hundred MiG fighters, including MiG-15s, -17s, and -21s as well as about 65 bombers, including Ilyushin Il-28s and Tupolev Tu-16s. Israel destroyed this formidable force in the Six Day War of October 1967. Egypt rebuilt its air forces during the socalled War of Attrition and the October War of 1973 but was never able to achieve the training and level of proficiency of its opponent, the air arm of the Israeli Defense Force. After 1973, Egypt developed a larger and more diverse air force, operating aircraft from the Soviet Union, the United States, France, and China. Emphasis is now being placed on

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the acquisition of Lockheed Martin F-16s. Egypt’s Air Defense Command is a separate organization, responsible for operation of surface-to-air missiles and antiaircraft weapons. The Air Defense Command was notably successful during the 1973 October War. The expansion of Egypt’s air forces may be due in part to the fact that Egypt’s president, Hosni Mubarak, was formerly commander in chief.
Walter J. Boyne
References Nordeen, Lon, and David Nicolle. Phoenix over the Nile: A History of Egyptian Air Power, 1932–1994. Washington, DC: Smithsonian Institution Press, 1996. Willis, David, ed. Aerospace Encyclopedia of World Air Forces. London: Aerospace, 1999.

El Alamein, Air Battles of (1942)
Crucial element of the successful British breakthrough in the Western Desert. The British Eighth Army’s effort to prevent an Italo-German descent on Alexandria and Suez culminated successfully at El Alamein (24 October–4 November 1942). At the battle’s outset, Axis forces fielded some 675 aircraft. The Luftwaffe’s contribution was 275, Italy’s Regia Aeronautica 400. Of these, approximately 350 were serviceable. Royal Air Force and attached U.S. Army Air Forces aircraft numbered 750, including some 530 serviceable machines. They comprised an Anglo-American Desert Air Task Force (DATF) under U.S. command. The DATF’s fighters and light bombers would be used against Italo-German forces in the battle itself while RAF and U.S. Army Middle East Air Force heavy bombers struck lines of communication and reinforcement stretching back to Tobruk, Benghazi, and Tripoli. Additionally, aircraft based on Malta and the Royal Navy’s carriers successfully continued their interdiction of Axis maritime reinforcement. From the opening barrage, preceded by a wave of 125 medium bombers blasting German and Italian artillery batteries, Allied airpower dominated the skies. Of particular note was the USAAF’s 57th Fighter Group’s aerial victory on 27 October. Sixteen of the Group’s Curtiss P-40 “Warhawks” decisively scattered—with no loss to themselves—a force of some 60 German and Italian fighters and dive-bombers, downing seven in the process. All the while, 12th Medium Bombardment Group’s North American B-25 “Mitchells” and RAF Douglas DB-7 “Bostons” savaged Axis armored formations, infantry positions, and assembly areas. These constant attacks helped disrupt Axis counterattacks and forced German Field Marshal Erwin Rommel to initiate a withdrawal on 3–4 November. The British advance to Tunisia had begun.
D. R. Dorondo
See also North African Campaign References Hammel, Eric. Air War Europa: America’s Air War Against Germany in Europe and North Africa. Chronology, 1942–1945. Pacifica, CA: Pacifica Press, 1994. Heckmann, Wolf. Rommel’s War in Africa. Trans. Stephen Seago. Garden City, NY: Doubleday, 1981. Young, Peter, ed. Atlas of the Second World War. New York: Paragon/G. P. Putnam’s Sons, 1979.

Ejection Seats
Rapid egress from stricken aircraft. Ejection seats came into common use soon after World War II, with the increased dangers of inflight evacuation from high-performance jet aircraft. Early designs for ejection seats date back to 1910, but significant progress was not made until the 1930s. The first successful ejection occurred in 1934, when a German pilot inadvertently triggered the spring-loaded ejection seat of his Dornier 23 monoplane. The first deliberate ejection seat escape was also made by a German pilot in 1943. By the end of World War II, German airmen had employed ejection seats more than 60 times. Early seats were purely ballistic, being activated by springs, compressed air, or an explosive device. Unfortunately, the extreme acceleration forces they created often resulted in pilot injury. To lessen these forces, as well as achieve zero-zero seat capability—the ability to eject while sitting motionless on the ground—rocket sustainers were added. These softened the shock of ejection and propelled pilots to sufficient altitude for safe parachute deployment. Other features, such as automatic parachute deployment, computercontrolled ejection functions, and vectored, variable thrust rockets, have further increased ejection survivability. To date, ejection seats have been used more than 12,000 times and are standard equipment in high-performance military aircraft.
Steven A. Ruffin
References Robinson, Douglas. The Dangerous Sky: A History of Aviation Medicine. Seattle: University of Washington Press, 1973. van Patten, Robert. A History of Developments in Aircrew Life Support Equipment, 1910–1994. Bellbrook, OH: Privately printed, 1994.

EL DORADO CANYON (1986)

Code name for attack by United States Navy and Air Force aircraft on targets in Libya during the night of 14–15 August

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1986. The operation was a response to Libyan support for terrorist activities, especially the bombing of a Berlin discotheque that was frequented by U.S. servicemen. The raid was preceded in March 1986 by skirmishes between the U.S. Navy and the Libyan military over the international status of the Gulf of Sidra and Libyan leader Muammar Qaddafi’s declared “Line of Death.” The Sixth Fleet, including the aircraft carriers USS America and USS Coral Sea, and the 48th Tactical Fighter Wing (48th TFW) stationed at RAF Lakenheath in the United Kingdom, performed the mission against five military and terrorist training targets. Eighteen General Dynamics F-111Fs from the 48th TFW hit three targets in the Tripoli area, and 14 Grumman A-6Es from the two carriers struck the two targets near Benghazi. The attack aircraft were supported by EA-6Bs and EF-111As for radar-jamming, Vought A-7Es and McDonnell Douglas F/A-18Cs for defense suppression, and Grumman F-14s to counter any Libyan fighter response. Navy Grumman E-2Cs provided AWACS support during the raid. The F/EF-111s were also supported by Boeing KC-135 and McDonnell Douglas KC-10 tankers that provided multiple aerial refuelings in their 13-hour, 5,500-nautical-mile round-trip. One F-111F and its two crewmen were lost to enemy action during the raid. Although not all aircraft successfully hit the assigned targets, EL DORADO CANYON inflicted substantial damage. The raid was considered a success based on the clear demonstration of U.S. willingness to respond to state-sponsored terrorism and the apparent effect of reducing aggressive Libyan support for terrorist actions. The Navy considered the raid to be a clear demonstration of the ability to project power from the sea, and the Air Force viewed the raid as an example of the ability to project power using aircraft from long ranges.
Jerome V. Martin
References Bolger, Daniel P. Americans at War, 1975–1986: An Era of Violent Peace. Novato, CA: Presidio Press, 1988. Stanik, Joseph T. Swift and Effective Retribution: The U.S. Sixth Fleet and the Confrontation with Qaddafi. Washington, DC: Naval Historical Center, 1996. Venkus, Robert E. Raid on Qaddafi: The Untold Story of History’s Longest Fighter Mission by the Pilot Who Directed It. New York: St. Martin’s, 1992.

Electronic Warfare (EW)
Includes electronic countermeasures (ECM) and electronic reconnaissance/intelligence (ER, or ELINT). ECM includes jamming to disrupt radar, communications, and other systems, both in missiles and in satellites.An enemy may coun-

terjam with electronic counter-countermeasures (ECCM). During the Vietnam War, the U.S. Air Force used the term electronic support measures to describe the collection of signal data to ease jamming of North Vietnamese air defenses. The term electronic reconnaissance covers all forms of electronic data-gathering, whether or not it is used for jamming purposes. ER provides a battlefield advantage. If accurate and timely, it allows the attacker the use of jammer aircraft or other means to blind the enemy’s electronic eyes. A stronger transmitter can blank out the enemy’s radarscope. Spotjamming blocks a single frequency, whereas barrage-jamming blocks an entire band. A jammer aircraft that does not accompany the attackers to the target can still use powerful equipment from outside the battle area (standoff jamming). Chaff (small metal fibers dropped from an airplane) is also good for jamming, causing enemy radar to read aircraftsized returns. Chaff also blinds radar, dropping slowly to provide hours of deception. Use of a signal generator to make the enemy radar show a false target is called “deception jamming.” This process requires the perpetrator to know in great detail the enemy’s frequencies. ECM never gives unequivocal superiority. The enemy always has the capability of applying electronic counter-countermeasures. ECCM generates new ECM methods, active or passive, which in turn generate new ECCM in an ongoing technological seesaw. Electronic warfare, especially signal intercepts, was first used in the 1904 Russo-Japanese War. Russian failure to jam Japanese radio was one factor in the Russian defeat at Tsushima. In World War I, because radios were too heavy for airplanes, EW consisted of direction-finding, jamming, and intelligence analysis of ground forces’ radio, telephone, and Morse transmissions, whether encoded or clear signal. Between the world wars, radar developed rapidly, with Germany having the edge. Germany also had the edge in radar detection. Britain managed to trap the Graf Spee in 1939 and sink the Bismarck in 1941 despite the Germans’ apparent edge. Britain had accelerated its own radar and radio intercept development, gaining EW superiority in the 1940 Battle of Britain. By World War II, radios were lighter, planes were stronger, and radar was available to detect and track aircraft. ELINT collection requires sensitive receivers, direction-finding equipment, and sophisticated equipment to measure the operating characteristics of electronic systems. Specially equipped B-17 and B-24 bombers traced enemy signals and, tuned to the right frequencies, jammed enemy radar and electronics during bombing missions. With postwar reduction of military spending, by 1950 the United States had ER but no jamming capability. The Air

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Force used ER to map electronic radar sites so its planes could get through radar-controlled guns and searchlights; fighters had to rely on speed, maneuverability, and the cover of night. After the Korean War, ECMs developed as the enemy introduced new types of radar and communications systems. By the late 1950s, modern air defense systems used complex command and control communications to link weapons, radar, and command posts. ER flights continued to track and identify enemy resources. This information was needed to steer attacking friendly aircraft away from enemy missile sites and radar. It also supported intelligence. Failures, such as the capture of Francis Gary Powers in 1960 with his 1950s-vintage U-2, and the ERB-47 shot down the same year, demonstrated that electronic intelligence–gathering missions were not risk-free. In Vietnam, the Air Force used a mix of ECM and surfaceto-air missile suppression aircraft to protect the B-52s during LINEBACKER I and II. Up to 85 aircraft supported each nightly bomber raid. Chaff dropped by F-4s and EB-66s blinded North Vietnamese early warning and acquisition raiders. Jamming EB-66s and EA-6Bs blocked North Vietnamese ground-controlled intercept radar. The North Vietnamese countered with band-switching, frequency changes, and quickly shutting off radar to hide its location and to cut down the time EB-66s had to learn the radar’s capabilities. For a time, the U.S. Air Force believed that pod jammers, carried by the fighters themselves, would provide adequate protection. Sufficient during the Vietnam War, pod protection failed during the 1973 Arab-Israeli War. Pods failed to jam the SA-6 Gainful SAMs. Israeli Air Force pilots had to fly below radar, opening themselves to antiaircraft (AA) fire. During the Vietnam War, the U.S. Air Force developed the Wild Weasels, a series of fighters modified to find the electronic emissions of SAM and AA raiders and attack the sites (suppression of enemy air defenses, or SEAD). When the military focus shifted back to the Central Front in West Germany after the Vietnam War, it faced a Soviet integrated air defense system of such magnitude that, for SEAD to work, a part of the radar network would have to be jammed. First, the Air Force had to map the Soviet capability. Similar problems existed in Korea. Times called for an ELINT collector. The Air Force conceived the tactical electronic reconnaissance sensor (TEREC)–equipped RF-4 in 1970, but the sensor system did not arrive in United States Air Force Europe (USAFE) and the Pacific Air Forces (PACAF) until 1975. The ALQ-125 pod determined precisely the enemy’s electronic order of battle. It had automatic detection, classification, and location of hostile ground-based emitters and was preprogrammed to seek out systems defined as the highest threat.

It tracked quickly, then sent data real-time to ground-based intelligence facilities. Once a radar had been identified, tracking continued just long enough to permit its precise location to be determined. A real-time data link sent relevant information to groundbased intelligence facilities. Twenty-four TEREC pods were deployed to USAFE and PACAF on RF-4Cs. They were not replaced as the RF-4Cs retired. Another tool, the U-2R (TR-1) precision location strike system, operated briefly in Europe before the collapse of the Soviet Union. This tool had passive detection capabilities and real-time data links. The Vietnam-era EB-66s tried to jam communications between radar sites and SAM launchers and between MiGs and their ground controllers. The 1973 Arab-Israeli War produced a new Air Force system, the EC-130H “Compass Call,” that performed basically the same missions. Compass Call used C-130s carrying complex computers and electronics. Input to Compass Call came from antennas placed on the plane’s fuselage in front of the wings. An antenna array behind the wings transmits powerful jamming signals. The aircraft also uses its onboard computers to prevent enemy jamming of its signals or friendly frequencies. The EC-130H crew of specialists adjust jamming parameters in flight. This is “person-in-the-loop” versatility. The EC-130H breaks complex and interdependent enemy systems into smaller pieces, then destroys or disrupts them by spot-jamming of selected frequencies, not broad-band barrage-jamming. Its on-board crew can assess and improve its operations on the fly. The EC-130H is the best jammer in the sky. Stealth, the Air Force believed, was a better way to get an aircraft to its target. Instead of jamming and thereby alerting the enemy, stealth would allow the aircraft to sneak in. Slowly, in the 1990s, the EW planes went away. The F-4G Wild Weasel retired in 1992 and was replaced by the F-16CJ with the HARM targeting system. The EF-111 saw action in Libya in 1986, DESERT STORM in 1991, and the Southern and Northern no-fly zones over Iraq until 1998. Then the final dozen EF-111s retired. The Air Force and Navy then pooled their EW in the EA-6B Prowler. Operations after Iraq and Yugoslavia demonstrated that Third World countries using air defense weapons similar to those used in Vietnam from 1965 to 1973 could still down U.S. aircraft or hamper air operations. While the EB-66s were flying over Vietnam, the Navy had begun working on carrier-based jammers—the piston-engine EA-1F, then the EKA-3 (an enhanced A-3D, the predecessor of the USAF EB-66). Wanting just one type of aircraft, the Navy looked into an EW A-6. The first variant was the two-seat EA-6A flown by the U.S. Marine Corps from Da Nang. The Navy

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wanted more capability. An elongated A-6 accommodated two additional electronic warfare officers . This version, the EA-6B Prowler, flew combat missions over North Vietnam in 1972. The aircraft received continuous updates to its electronic equipment. When the EF-111s were phased out of service in 1998, four new “purple” (joint) USN/USAFmanned Prowler squadrons picked up the Air Force electronic warfare mission. Contemporary EW includes threats to satellites. Computer hackers can penetrate communications networks that guide satellites and receive their data. Hiding or disguising targets is easy once satellite orbital and sensor characteristics are known. Jamming devices can be as small as a cigarette pack. Ground lasers can blind sensors and cameras. And microsatellites or nanosatellites can spy on other satellites or, if armed, damage or destroy them. Countermeasures include antisatellite missiles fired from F-15s, hardening and stealth technology, antijamming, and antilaser deflector. Yet human intervention—sabotage of ground-based stations—remains a viable counter to EW.
John Barnhill
See also Defense Suppression; DESERT STORM; Wild Weasel References De Arcangelis, Mario. Electronic Warfare: From the Battle of Tsushima to the Falklands and Lebanon Conflicts. New York: Sterling, 1985. Van Nederveen, Gilles.“Sparks Over Vietnam: The EB-66 and the Early Struggle of Tactical Electronic Warfare.” Airpower Research Institute Research Reports No. 3. Available online at the Air Chronicles website (electronic journal edited by Luetwinder T. Eaves), http://www.airpower.maxwell.af.mil/airchronicles/new.html.

For the next 18 months, Ellyson trained naval aviation volunteers and conducted various experiments associated with aircraft. However, at this time promotion within the Navy depended upon time spent at sea. Therefore, on 29 April 1913 he was detached from aviation and assigned to the USS South Carolina. In January 1918, Ellyson was transferred to subchasing duty. Following the war, Ellyson transferred to destroyer duty. In January 1921, Commander Ellyson returned to aviation, and he became executive officer of the Hampton Roads Naval Air Station. Ten months later he joined the Navy’s Bureau of Aeronautics in Washington, D.C. Wishing to get back to sea in an aviation role, Ellyson got himself appointed commanding officer of Squadron VT-1 in July 1922. In September 1928, Ellyson reported to the inspector of machinery at Boston for duty aboard the USS Lexington. On 25 February 1928, Ellyson learned that his daughter had a serious infection. He received permission to fly home in a Loening OL-7 amphibian from Hampton Roads to Annapolis. The aircraft crashed at the mouth of Chesapeake Bay, and Ellyson was killed.
Noel C. Shirley
References van Deurs, George. Anchors in the Sky: “Spuds” Ellyson, the First Naval Aviator. Novato, CA: Presidio Press, 1978. Shirley, N. C. U.S. Naval Aviation 1910–1918. Atglen, PA: Schiffer, 2000.

Ely, Eugene (1886–1911)
Early U.S. pilot. Eugene Ely was raised on an Iowa farm, graduated from Iowa State University, and became a chauffeur and one of the first race-car drivers. In 1909, he moved to San Francisco to sell cars. He married and relocated to Portland, Oregon, where he taught himself to fly. Then he moved to Minneapolis, joined Glenn Curtiss’s fledgling aircraft company, and received pilot’s license no. 17. On 14 November 1910, Ely took off in a 50-hp Curtiss plane from a specially constructed wooden platform built over the bow of the light cruiser USS Birmingham, anchored in Hampton Roads, Virginia. A few minutes later he landed on Willoughby Spit. On 18 January 1911, at 11:01 A.M., Ely landed a Curtiss pusher on a specially built platform on the armored cruiser USS Pennsylvania anchored in San Francisco Bay. Ely was so cold from his hour-long effort that he was literally blue, but Navy coffee brought his color back. Ely’s landing and takeoff marked the birth of naval aviation. After his landmark feats, Ely continued exhibition flying. At the Georgia State Fairgrounds in Macon on 11 October,

Ellyson, Theodore Gordon (1885–1928)
American aviation pioneer. Theodore Gordon “Spuds” Ellyson was born on 27 February 1885 in Richmond, Virginia. After graduating from the Naval Academy in 1905, he was assigned to the battleship Texas. Serving for several years aboard various battleships and cruisers, Ellyson was assigned to the submarine Shark in 1908. On 23 December 1910, his request for duty in connection with aeronautics was accepted. He was ordered to the Glenn Curtiss Company training field at Dominguez Field, south of Los Angeles. On 2 July 1912, Ellyson took and passed his aero test and became Aero Club License No. 28, Military Aviator No. 26, and Naval Aviator No. 1. On 7 September 1911, the first naval aviation unit was organized, with Lieutenant Ellyson as its commanding officer.

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Ely’s plane crashed. Thrown from his seat, he died of a broken neck. The crowd stripped souvenirs from the plane and clothing from Ely’s body.
John Barnhill
References Bauman, Richard.“Eugene Ely.” Available online at http://www.usspennsylvania.com/flattop.htm. U.S. Navy, Office of Information.“A Brief History of U.S. Navy Aircraft Carriers, Part I: The Early Years.” Available online at http://www.chinfo.navy.mil/navpalib/ships/carriers/cv-hist1.html.

ENDURING FREEDOM

Operation ENDURING FREEDOM is the name for the U.S. military response to the 11 September 2001 terrorist attacks. That morning, Al Qaeda–backed terrorists hijacked four U.S. commercial airliners. Two of the planes were slammed into the twin towers of the World Trade Center in New York City, a third hit the Pentagon outside Washington, DC, and the fourth crashed in the Pennsylvania countryside near Pittsburgh when the passengers attacked their hijackers, sacrificing themselves in the process. The total loss of life from the day’s tragedies has not been established but is expected to exceed 3,000. The immediate reaction of the U.S. government was to suspend all air traffic within the United States and establish combat air patrols (CAP) over several major U.S. cites. President George W. Bush, declaring the attacks “an act of war,” announced the commitment of the full resources of the United States against the terrorists and the elimination of any distinction between the terrorists and those who harbor them. The United States quickly began establishing an international coalition, at the same time mustering U.S. forces to attack the Al Qaeda terrorist organization to which the Taliban government gave a safe haven in Afghanistan. The obstacles to a successful campaign were formidable, for the United States possessed no military bases near Afghanistan, and the deplorable condition of the Afghan economy ruled out a bombing campaign similar to those used on Iraq in 1991 and Serbia in 1999. At the same time, many political and military commentators warned about involvement in an Afghan war, citing the debacle of the Soviet Union’s invasion of the country in 1979. Despite the lean years of the Clinton administration, which had seen military budgets reduced time and again, the armed forces of the United States nonetheless had at the ready a whole generation of new weapons to be employed with entirely new tactics. The responsibility for utilizing these forces fell to the commander

of U.S. Central Command, Army General Tommy Franks, who planned Operation ENDURING FREEDOM. The objective of the operation was simple: carry out the president’s promise to destroy Al Qaeda in Afghanistan and elsewhere. The United States opened the bombing campaign in early October with Northrop Grumman B-2s staging from Whiteman AFB, Missouri. The 44-hour missions flown by the B-2s were the longest combat sorties in the history of air power. Joining the CONUS-based bomber in the opening phase of the campaign were Boeing B-52 and B-1B bombers staging from Diego Garcia in the Indian Ocean as well as a sizable naval contingent. The Navy’s F/A-18s and F-14s were called on to fulfill the primary fighter bomber role. Additionally, the Navy utilized the ship-launched Tomahawk land attack missile (TLAM) to strike targets that posed a potential threat to manned aircraft. The United States pitted high-technology weaponry against an enemy that use obsolete weapons but took advantage of the exceptionally rough terrain. The vast majority of munitions dropped were precision-guided. These included laser-guided munitions such as the GBU-10 (2,000 pounds), GBU-12 (500 pounds), and GBU-24 (2,000 pounds), electrooptically guided munitions such as the GBU-15 (2,000 pounds) and AGM-130 (2,000 pounds), and GPS-guided weapons such as the GBU-31 (2,000 pounds). The GPSguided joint direct attack munition (JDAM) became the weapon of choice for the entire bomber fleet. In addition to advanced munitions, the United States also made extensive use of unmanned aerial vehicles (UAV). Both the Predator and the next-generation UAV, the Global Hawk, were used as reconnaissance platforms to provide real-time video to the intelligence community. The Predator made history when it employed the Hellfire missile in combat, thus becoming the first unmanned strike aircraft. The United States also introduced a limited number of Special Forces personnel, who scouted targets and identified them for precision bombing. Special Forces aircraft played a role when the venerable AC-130 gunship was called in to pound Al Qaeda positions with its 25mm, 40mm, and 105mm cannons. Additionally, MC-130s dropped the 15,000-pound BLU-82, which was originally designed as an area weapon to clear a hilltop for a firebase. The final effects of Operation ENDURING FREEDOM are not yet known, but the initial result was the establishment of a provisional Afghan government that will undertake to establish order and prepare the country for a transition to a democratically elected government. In the meantime, selective anti–Al Qaeda operations continue in an effort to destroy any of the organization’s leadership remaining in the country.
Walter J. Boyne and Troy D. Hammon

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Energy Maneuverability
Concept used in air combat to compare the capability of opposing aircraft by assessing the ability of an aircraft to accelerate or climb at a given load factor (g). It is expressed as specific excess power (SEP—feet per second or meters per second) and defined as excess thrust multiplied by speed and then divided by weight. The aim of air combat is to gain a position advantage over an opponent so that the fighter’s weapons can be employed. Two basic approaches to air combat are available. First, a pilot can try to gain a position advantage at the expense of some energy (“angles” tactics) with the intent of further improving his advantage until he has a firing solution. For example, a maximum-rate turn toward an opponent’s rear quarter will gain an immediate position advantage but may sacrifice some speed and altitude. Alternatively, a pilot can attempt to gain an energy advantage over his opponent at the expense of some position (“energy” tactics), with a view toward converting the energy advantage to a decisive position advantage. For example, a vertical zoom will favor an aircraft with higher energy, as it will be able to delay pitching back downward until after the opposing aircraft. Both these approaches require the fighter to expend some energy. The fighter that has a significantly higher SEP or higher initial speed or height will have the advantage. The pilot of a lower wing-loaded aircraft (e.g., MiG-17) will tend to favor angles tactics because the turn rate will be higher. A fighter with higher thrust-to-weight ratio (e.g., F-4) will to climb and accelerate better and will tend to favor energy tactics. Angles tactics are inherently more aggressive and instinctive; energy tactics are generally safer but require a higher degree of pilot training.
Andy Blackburn
References Shaw, Robert L. Fighter Combat Tactics and Maneuvering. Annapolis, MD: Naval Institute Press, 1985. Whitford, Ray. Fundamentals of Fighter Design. Shrewsbury, UK: Airlife, 2000.

Although engine designs were proprietary, much of the technology of the industry quickly became generally available, so that most nations were able to build competitive aircraft engines for most of the century. Many of the technologies that go into the design and manufacture of aircraft engines are frequently developed by suppliers to the engine companies rather than by the primary engine manufacturer. As engines became more sophisticated, the number of types of engines and the number of manufacturers declined, and many companies were forced either to merge together or to enter into cooperative partnerships. The goals of improving power and weight were usually the factors that drove the development process, with improvement in weight, size, and specific fuel consumption being beneficial side effects. Reciprocating engines and turbine engines each followed their own development paths, and each had specific challenges that had to be overcome. The pace of reciprocating engine development lagged behind that of airframe development for many years. After a slow start, jet-engine development proceeded at a much swifter pace, so much so that engine development led airframe development. Just as reciprocating engines began to reach their practical peak of power in terms of weight and mechanical complexity, the jet engine arrived on the scene. Although the early jet engines generated a level of power roughly equivalent to reciprocating engines of the time, it was soon evident that they were capable of reaching far higher levels of power. Beyond the benefit of ever greater power, the difference between the reciprocal motion of piston engines and the rotary motion of turbine engines carried important implications for maintenance that were not initially obvious. In the very earliest days, piston engines were far more reliable and could be run safely for many more hours than a jet. However, in a very short time the jet engine proved to be more reliable and to have greater endurance. Whereas piston engines required inspections and overhauls at frequent intervals, jet engines soon were able to run for thousands of hours with great reliability.And while the practicality of jet engines was initially doubted because of high fuel consumption, later jet engines were able to operate at high speeds and altitudes with remarkable fuel economy.

Engine Technology
Although many early aircraft engines derived from the automotive experience, the rigorous demands of flying meant that an entirely new industry had to be created, one devoted to building engines of relatively high power and low weight and of maximum reliability. The development and manufacture of aircraft engines proved to be expensive and timeconsuming; only those companies with demonstrated records of success could survive over the long term. Reciprocating Engines The development of the aircraft piston engine from the Manly Balzer liquid-cooled five-cylinder radial of 1903 to the Napier Nomad liquid-cooled O-12 of 1954 was the result of the development and interaction of the many technologies influencing engine design and operation. These included the following factors:

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Materials: Higher-strength alloys led to lower weight, longer life, and greater power. Fabrication techniques (casting, forging, machining, joining): Better processes led to longer life, lower cost, and greater strength. Cylinder inlet and exhaust aerodynamics: Internal aerodynamic improvements led to greater volumetric efficiency (air-breathing capacity). Cylinder cooling: Improved fin spacing, baffling, and cowling allowed more power per cylinder. Valve cooling: Sodium-cooled valves allowed longer life and higher compression ratios. Piston and ring design: Better materials and special shapes allowed longer life and higher compression ratios through better sealing. High-power gearing: Better precision in manufacture, design of optimal tooth shapes, and better materials allowed higher engine speeds to match slow propeller speeds. Journal bearings (material, configuration, fabrication, lubrication): The steel-backed bearing allowed higher engine speed and longer life. Mechanical dynamics (balance and harmonics): The addition of crankshaft counterweights and bifilar dampers (harmonic counterweights) allowed higher engine speeds. Vibration control (dynamics plus engine mounting): Strategic location of engine mountpoints and use of hydraulic mount pads reduced vibration input to the airframe. Fuel formulation and production: Development of higher-octane fuels as well as different and improved means of formulating them was the biggest single contributor to improved engine power and efficiency. Fuel metering: The addition of hydraulic computational mechanisms and altitude- and temperature-sensing features to carburetors/fuel controls allowed more precise matching of fuel delivery to the engine’s needs. Fuel combustion: Continuing studies of the combustion process lead to higher efficiency and reduced emissions. Supercharging: Engine-driven compressors (mechanical supercharging) and exhaust-driven turbosuperchargers (turbochargers) allowed rated engine power to be maintained to high altitudes; aerodynamic analysis of the centrifugal compressor impeller, diffuser, and inlet/discharge ducting led to major improvements in efficiency and air breathing capacity.

Water-alcohol injection: Takeoff and emergency power was augmented by injection of large amounts of water and/or alcohol to cool the combustion chamber as well as to supercharge (by means of expansion of the water to steam) the engine. Turbine compounding: The last step in evolution of the aircraft piston engine was the use of an exhaustdriven turbine geared to the engine crankshaft to extract greater power from the energy of the burned fuel. Propeller aerodynamics: The improvement of propeller aerodynamic and mechanical design for a while allowed engines to operate at higher speeds without the need for reduction gearing. Propeller mechanical design and control: The development of variable- and controllable-pitch propellers allowed the better matching of engine power and speed to the needs of the aircraft, leading to improved operating speed range, operating altitude, and overall propulsive efficiency. Control and accessory size and effectiveness: Engine controls and accessories have become an increasingly significant fraction of the size, weight, and cost of the engine installation and have therefore become a very important driver of engine reliability. Much of the time, these technologies were developed by companies other than engine manufacturers and became generally available to all manufacturers simultaneously. Sometimes the engine manufacturers had to force development of technologies when the normal suppliers refused to do so. Similarly, governments maintained engine development laboratories to investigate, guide, and evaluate technologies that the free market was not undertaking. Frequently, development was pointed in a needed direction by these government laboratories. Sometimes, individual persons had an unusually large influence on the course of events—none more so than Samuel D. Heron, who had major roles in government laboratory development in Britain and then in the United States, as well as also in fuel development in the United States. Roy Fedden of Bristol Engines almost single-handedly developed the sleeve valve; Stanley Hooker of Rolls-Royce advanced engine aerodynamics tremendously; many others made major contributions. Gas-Turbine Engines The technologies supporting gas-turbine engines had a more important role in their development because the gas turbine would not even run until enough power could be generated

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Aircraft engine developments took a great deal of time, and the superchargers that enabled the B-17s and B-24s to live over Germany derived from these early experiments with Sanford Moss’s supercharger on a Liberty engine. (Walter J. Boyne)

in the combustor to drive a turbine that was efficient enough to drive a compressor efficient enough to not consume all of the turbine’s power and have enough remaining to drive a propeller or develop thrust on the aircraft. Many early gas turbines fell short of their power goals because of these difficulties, in addition to the problems of containing (sealing) the high-pressure flows along the appropriate path. Thermodynamics dictates that efficiency is driven by the maximum temperature and pressure at the turbine entrance and the minimum temperature at maximum pressure at the compressor exit. The exposure of the combustor and turbine sections to continuous high temperatures demanded new materials that combined strength at temperature with resistance to oxidation and corrosion from impurities in the fuels. The component technology development situation for turbine engines was much the same as that for reciprocating engines

except for the different perspective from there being many blades and vanes, higher rotating speeds, and higher average metal temperatures. One unique problem of turbine engines is that scaling down the size of the blades and vanes presents much more difficulty in the manufacture of the smaller and thinner parts. Sealing of leakages is also a problem, as the running clearances and boundary layers become a greater fraction of the total flowpath. Following are examples of some of the major manufacturers of aircraft engines along with information on a few of their most famous products. Allison Allison began in Indianapolis as a rebuilder of used Liberty engines in 1924. Its most famous piston engine was the Allison V-1710, a monoblock V-12, which began development in

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1930 as an airship power plant for the Navy, first giving 750 shp. Its development was retarded by the termination of the Navy airship program and by the Army’s decision, during the Depression, that the lower system cost of air-cooled radials was most appealing. In 1935, the premonitions of war caused the pace of power development to increase, and the V-1710 was qualified at 1,000 shp in March 1937, ahead of the Rolls-Royce Merlin to that power but behind the Pratt and Whitney R-1830. Low-rate production started in 1938 for the Bell YFM “Airacuda” and prototype Lockheed P-38, Bell P-39, and Curtiss P-40 fighters. By 1940, the production rate was able to match the orders for these fighters. Development of the V-1710 continued to improve durability and increase power to 1,325 shp for single-stagesupercharged engines, 1,500 shp for engines with a turbocharger as the second stage of supercharging, and up to 2,300 shp for engines with two mechanical superchargers and intercooling. The ultimate version had turbocompounding (exhaust turbine shaft driving into the crankshaft) in addition to a two-stage supercharger and demonstrated 2,800 shp in initial tests, with 3,000 shp expected after development; 70,033 V-1710s were built. Allison produced thousands of the General Electric J33 and J35 jet engines by September 1946 and built more than 15,000 of its own T56 turboprop engines. It continued in the jet engine business and was particularly successful in supplying engines to the helicopter industry. More than 22,000 of its A-5 turboshaft model were supplied for the Bell Jetranger and the Hughes 500. BMW Founded in Germany in 1916, BMW (Bavarian Motor Works) came into prominence after 1929, when it licensed the Pratt and Whitney Hornet for production, modifying it with fuel injection. It became the basis for development of a long series of engines, which powered such famous aircraft as the Focke-Wulf Fw 190. BMW excelled in the close cowling of its engines, which reduced drag, and in the time required to change a complete engine package. After the normal development problems, BMW created a turbojet engine that delivered 1,760 pounds/thrust. Intended primarily for the Heinkel He 162, about 3,500 had been built by the end of World War II. Bristol In July 1920, the Bristol Aeroplane Company was persuaded by the British Air Ministry to buy Cosmos Engineering (formerly Brazil Straker), which in mid-1917 had already started development of the Jupiter nine-cylinder single-row radial air-cooled engine at 1,753 cubic inches, with a goal of 500 shp at 650 pounds. Led by Roy Fedden, the new firm de-

veloped the Jupiter into a great success, for it came to be used on 262 different types of aircraft. More than 7,100 were built, and it was licensed in 17 foreign countries. It also inspired many descendants, including the Mercury and Pegasus, which were widely used in World War II aircraft. The most distinctive Bristol engineering feature was the Burt-McCollum type of sleeve-valve engine, which was used on the Perseus, Hercules, and Taurus engines. The Hercules 14-cylinder two-row geared and supercharged radial engine was eventually developed to 2,080 shp at takeoff (2,140 shp emergency) at 2,355 pound-weight. The Short Stirling and Vickers Wellesley bombers were the first applications of the Hercules, which was used on many other aircraft of the era. The Taurus was a scaled-down Hercules that developed 1,050 shp at takeoff and was used on early Bristol Beaufort and Fairey Albacore aircraft. The 18-cylinder two-row air-cooled Centaurus derived from the Perseus and was developed to 2,980 shp at takeoff. It was used to power the Hawker Tempest fighter and other aircraft. Some 5,330 Centaurus engines were produced through 1959. In December 1940, Bristol began studies of turboprop engines and in July 1943 began development of the 1,975shp Theseus free-turbine. In September 1944, design of the Proteus free-turbine turboprop began under Stanley G. Hooker. Some 400 flying Proteuses were built, but it achieved more importance when it was successfully applied to warship propulsion and electrical power generation. In March 1947, Hooker began the design of a two-spool axial flow turbojet, the BE.10 Olympus. It first ran in May 1950, delivering 9,140 pounds/thrust but ultimately was developed to an astounding 38,400 rating with afterburner. At the other end of the power scale, Bristol developed the Orpheus for the Fiat G91 and Folland Gnat fighters, with an initial 3,285-pound thrust rating. It ultimately developed 8,170 pounds/thrust with afterburner. One of the most innovative Bristol engines was the Pegasus, developed for the series of vertical-takeoff-and-landing fighters that culminated in the Harrier, achieving thrust of 23, 620 pounds. The company entered the helicopter field with the Gem, developed after it was absorbed by RollsRoyce in October 1966 and used in the Westland Lynx and Augusta. Previously, the firm had joined Hawker-Siddeley to become Bristol-Siddeley in 1958. Curtiss, Wright, and Curtiss-Wright The early Curtiss aircraft engines came from motorcycle engines that founder Glenn Curtiss had designed. These were soon followed by an air-cooled V-8 in 1907. The OX-5 V-8, designed in 1910, developed 90 shp from 503 cubic inches and weighed 320 pounds. By World War I, it was suitable

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only as a trainer engine, but it was mass-produced for the Curtiss JN trainer and other aircraft until a larger engine became available. The K-12 was one of the first technologically superior American V-12s, with a water-cooled cast block and head (monoblock), producing 400 shp from 1,145 cubic inches and 679 pounds. The K-12 ran in October 1916 and had no significant production. For unknown reasons, Curtiss was not included in the Liberty engine planning of 1917. The Curtiss 400-shp D-12 evolved in 1922 from the K-12, C-12, and CD-12 monoblock engines and revolutionized the engine industry in the early 1920s with its compactness, efficiency, and reliability. It was the dominant power source for U.S. fighters and smaller bombers in the 1920s and was succeeded by the Conqueror V-12 1,570-cubic-inch engine (initially 1,550) in 1926 at 575 shp. The Conqueror gained many military and some civil applications and was in production until 1932. It also influenced the design of the Rolls-Royce Merlin. The aircraft engine industry in the United States began with the 16-shp Wright four-cylinder 201 cubic inches 152pound-weight water-cooled inline for the Wright Flyer. Design was started in November 1902 and the engine ran in February 1903, flying in December. The Wrights sought help from auto-engine suppliers but, for lack of response, designed their engines with no known major outside influences. The Wrights developed the four-cylinder engine to 30 shp by 1911 and had a 50-shp six-cylinder by 1912 (this being uprated to 60 shp by 1914), but that line ended when the Wrights merged with Glenn Martin in 1915. The Wright-Martin Company obtained rights to manufacture the 150-shp, 718-cubic-inch Hispano V-8 that year and spent several millions of dollars to design and tool for its manufacture. This engine, the Wright-Hispano, was one of the first examples of the monoblock design and was built in large quantities. For unknown reasons,Wright was not included in the 1917 Liberty engine planning. Wright-Martin was succeeded by the Wright Aeronautical Corporation in October 1919. On 26 June 1929, the two greatest names in American aviation, long antagonists, merged into the Curtiss-Wright Corporation. Wright continued development of both the 718-cubicinch and 1,127-cubic-inch V-8 Hispanos until 1923, when the Navy said it would not buy any more. In 1921, Wright started the T series V-12s of 1,947-cubic-inch displacement and 1,000 pounds. These began at 350 shp, ending with the T-4 of 675 shp in 1923, and competed with the D-12; 264 were built between 1921 and 1926 for many Navy aircraft, including two Schneider Trophy racers. The U.S. Navy in the early 1920s, and the airlines in the late 1920s, announced a preference for air-cooled engines because of their lighter weight and greater reliability; the

liquid cooling system accounted for 25–30 percent of engine failures. The first practical large air-cooled radial, the ninecylinder Lawrance J-1, ran in 1921, and produced 200 shp from 787 cubic inches and 476 pounds. In 1925, this became the Wright J-5 Whirlwind of 220 shp that later powered the Ryan Spirit of St. Louis flown by Charles Lindbergh across the Atlantic. The Whirlwind was the engine of choice in its power range. Wright’s engine of that era, the R-1, developed 350 shp from 1,454 cubic inches and was a failure; with redesigned cylinder heads and designated the R-2, it was satisfactorily demonstrated, but production was awarded to Curtiss. The Lawrance firm and Wright were then encouraged by the Navy to merge for the purpose of further developing and producing Lawrance designs. In 1924, Wright had started work on the P-1/P-2, ninecylinder, 1,654-cubic-inch supercharged radial, later designated the Cyclone, which was qualified in 1925 at 435 shp. This led to a long and successful series of Wright Aeronautical Corporation radial engines, including the R-2600 Cyclone 14, with cylinders from the R-1820 Cyclone 9, in late 1935. R-2600 power ranged from 1,500 shp at 1,950 pounds for the single-stage supercharged engine to 1,900 shp for the two-stage engines at about 150 pounds more weight. Next was the R-3350 Duplex Cyclone 18-cylinder radial, which began development in early 1936 with the same bore and stroke as the R-2600 with a goal of 2,000 shp and was qualified at 2,200 shp in March 1942, having been delayed by several development problems. Major problems were suffered in most of the R-3350’s early applications, due partly to poor cylinder cooling and cylinder head design. Power had reached 2,750 shp by the end of World War II. In 1946, Wright started the turbocompounding program for the R-3350, which was qualified in 1949 at 3,500 shp. In the jet field, Wright had its first and almost only major success with the J65, a derivative of the Armstrong-Siddeley Sapphire. The reliability of this engine was greatly improved by Wright in the course of development for qualification, obtained in February 1954; and few parts remained common with the Sapphire. Later, thrust was boosted to 7,800 pounds, and thousands were used on a variety of aircraft. Thousands were built, saving the Wright Corporation for a while longer; it was the corporation’s last significant engine. Wright disappeared from the aircraft industry with the same rapidity as Curtiss. Daimler Benz Daimler was the parent company of Mercedes, which with Benz had been one of the two premier German aircraft engine manufacturers during World War I. A merger in 1926 created Daimler Benz. The company built large engines for aircraft and airships but is most famous for the line of en-

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gines it created for use in World War II. These included the DB-600 and DB-601 series, the principal inline engines for German fighters and bombers at the beginning of the war. The Messerschmitt Bf 109 was a principal user and saw its Daimler Benz engines grow from 1,100 hp in the 601A to 2,000 hp in the 605. De Havilland Geoffrey de Havilland built his first engine in 1903 for a motorcycle and designed his first aero engine in 1908 (a fourcylinder design built by Iris Motor Company). In 1927, de Havilland collaborated with Frank Halford to design the 319-cubic-inch upright Gipsy four-cylinder inline air-cooled direct-drive engine delivering 98 shp (135 shp for racing) at 285 pounds for a large number of small pleasure and training aircraft; 19,548 were installed. The Gipsy was inverted, bored, and stroked to 415 cubic inches, delivering up to 220 shp at 410 pounds when turbocharged. It was developed into the Gipsy 6 and Gipsy 12 engines. In January 1941, de Havilland began studies of gasturbine engines and had completed design of the 3,000pound-thrust Goblin engine in August, with the engine running in April 1942. It was flown in March 1943 in the Gloster Meteor fighter. It flew in the prototype Lockheed P-80 in January 1944 and was licensed to Svenska Flygmotor as the RM1 for the Saab J-21 fighter; 2,688 Goblins were built. The Goblin was scaled up to become the Ghost, a 5,200pound-thrust engine used on the de Havilland Venom series of fighters. It was licensed to Svenska Flygmotor as the RM2 for the Saab J-29 fighter; 2,035 Ghosts were built. De Havilland built versions of the Gyron engine in small numbers before being absorbed into Bristol-Siddeley Engines in November 1961. General Electric In September 1941, the U.S. Army negotiated with the British government for rights to the Whittle engine and awarded that program to the General Electric (GE) turbocharger group in September 1941. General Electric developed the J33 and J35 engines. The J33 ran on 9 January 1944. It delivered 4,200 pounds/thrust and flew in the Lockheed XP-80A and other aircraft. The J35 ran first on 2 April 1944 and was installed in a variety of fighter and bomber aircraft. GE delivered 300 production J33s and 140 production J35s by September 1946, when responsibility for both engines was shifted to Allison. GE’s more advanced J47 program was a huge success, with 36,500 being produced through 1956 for the Republic F-84, North American F-86, Boeing B-47, and many other aircraft. A whole series of single-spool axial-flow engines followed, including the J53, J73, J79, T58, J85, T64, J87, J93,

and J97. By 1960, GE had established itself as one of the world’s premier engine manufacturers. One notable success was the J79 for supersonic aircraft, started in October 1952 under the leadership of Gerhard Neumann. It featured variable vanes, which became a feature of all future GE engines. The J79 was selected for the Lockheed F-104, Convair B-58, Grumman F11F-1F, McDonnell F-4, and Douglas A-5 aircraft, as well as the Regulus II missile. The greatest production was for the F-4 and F-104; 17,309 engines being built by GE, plus others in Europe and Japan. The last engines were rated at 17,900 pounds/thrust. The T58 started development in June 1953 as a rear-drive free-turbine. The T58 was qualified in November 1957 at 1,024 shp and was selected for the Kaman UH-2A, Sikorsky SH-3A, Boeing-Vertol CH-46A, the Bell UH-1F, and other military and commercial variants of these helicopters. The T58 was developed to 1,870 shp and 440 pounds; the last of 8,536 T58s was produced in 1988. At the time GE started the T58, it also started studies of a 2,500-shp engine, finalizing the design in 1957 as the T64. The development program was started that May for both prop- and shaft-drive versions with a goal of 2,650 shp at 1,161, 887, and 723 pounds for the prop-, shaft-, and directdrive versions. The T64 flew in the de Havilland Caribou in May 1960, and power was increased to 2,850 shp prior to qualification in June 1963. It was also selected for the CH-53, de Havilland Buffalo, Fiat G.222, Lockheed AH-56 helicopter, and Shin Mei Wa PS-1 flying boat and reengined the Japanese P-2 patrol aircraft. Although problems delayed initial qualification, the T64 was uprated to more than 5,000 shp with little weight change; 3,215 engines having been built. In late 1954, GE began the J85 program as a low-cost lightweight single-spool missile engine with a new six-stage compressor and combustor and two-stage turbine derived from the T58. It flew first as an engine for the Quail missile and was then rated for use in the Northrop F-5 and T-38 programs. It became a popular engine for executive aircraft. GE participated in the 1962 USAF studies that defined the C-X transport, later to become the Lockheed C-5, for which the TF39 was built. GE built 469 TF39s, which were later uprated to 43,000 pounds/thrust; the TF39 became the basis for the civil CF6 series of engines, of which only a few were in military service as the F103 for the McDonnell Douglas KC-10 and Boeing E-4. In 1963, GE began studies of the two-spool turbofan that became the TF34. It was selected for the Lockheed S-3A patrol and (slightly derated for improved life) FairchildRepublic A-10 attack aircraft. More than 2,100 TF34s were built; the civil version, the CF34, has significant production for larger business and regional jet aircraft, extending well into the twenty-first century.

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The GE F101 afterburning two-spool turbofan engine started development in August 1968 as the GE9 (X370) demonstrator for the advanced bomber study that became the B-1, running in 1969. This lead to the F101 program, kicked off in 1970, with a goal of 30,750 pounds/thrust. The F110 engine was a redeveloped F101 for the fighter mission. It was initially rated at 27,846 pounds/thrust and 3,980 pounds/weight and was selected for reengining the Grumman F-14 and General Dynamics F-16 fighters. Some 2,800 of the F101/F110/F118 family had been built by mid-1994. The F118 engine for the Northrop B-2 bomber was a nonafterburning version of the F110, with a new fan, and rated at 19,000 pounds/thrust at 3,363 pounds/weight. About 100 F118 engines were produced for the B-2. It has been proposed to re-engine the U-2/TR-2 aircraft with F118 engines. Another derivative of the F101 was the CFM56 engine, the program starting in December 1971 as a joint venture with SNECMA; it was used in many civil transport aircraft and to re-engine (as the F108) the Boeing KC-135 fleet. The CFM56 substituted a high-BPR (bypass ratio) fan for the F101’s low-BPR fan and was certified at 24,000 pounds/ thrust and 4,610 pounds/weight in November 1979. Growth versions had reached 34,000 pounds/thrust at 5,700 pounds/ weight by the time CFM56 no. 10,000 was produced in June 1999. GE’s two-spool axial-flow afterburning J101 turbojet engine was started in April 1971 and first ran in July 1972. It was intended for the lightweight fighter program; only flight-test quantities were built to fly in the YF-17, but this became the core for the F404 engine, started in March 1975 for the F-18. Volvo further developed the F404 to 18,100 pounds/thrust and 2,315 pounds/weight for Saab’s JAS 39 “Gripen” fighter; U.S. development has continued as the F414 for the F18E/F, at 22,000 pounds/thrust and 2,445 pounds/weight (with 150-hour test qualification in October 1996). GE started the T700 front-drive free-turbine helicopter engine after having run the GE12 demonstrator in 1969, with the T700 started in March 1972 at a goal of 1,500 shp at 400 pounds/weight. This was the first Army engine to have high priority set on maintainability. First run was in February 1973; more than 10,000 engines of the T700/CT7 family have been produced. General Electric was contracted in 1990 to continue slowpaced further development of the F120 as a backup/alternate engine for the F119 for the next-generation fighter; and when the studies began, GE participated. In 1996, GE was contracted to develop the F120-FX as a backup for the JSF119, but at a slower pace. The F120 development was to focus on engine core technologies during the 1990s and include the same fan and exhaust system variants as the F119

in a demonstration program to start in 2000. It is expected that the GE effort will also tailor the F120 more directly for the needs of the F-24. Napier The firm D. Napier and Son manufactured automobiles and engines when, in 1915, the British Air Ministry requested it begin building Royal Aircraft Factory 3a V-12 liquid-cooled engines and Sunbeam Arab V-8 liquid-cooled engines. Believing it could do better, Napier initiated its own engine program in 1916. The first engine was the E64 Lion, developed by A. J. Rowledge. It was of advanced design, being a geared, naturally aspirated (unsupercharged), liquid-cooled engine of W-12 configuration (three banks of four cylinders each, one bank vertical, the others 45 degrees from it). It had double-overhead camshafts, four valves per cylinder, individual cylinders (the first prototypes had monoblock cylinders), and a single cylinder head for each bank. Some 800 Lions were produced through 1932 and were selected for 59 different military and civil aircraft models, including bombers, transports, seaplanes, fighters, and racers. In 1928, Napier contracted Frank B. Halford to design three air-cooled engines—the H-16 Rapier, the I-6 Javelin, and the H-24 Dagger. Production in small quantities continued into World War II. In 1935, Halford designed the E107 Sabre H-24 double-crankshaft supercharged liquid-cooled sleeve-valve monoblock engine of 2,238-cubic-inch displacement. It was selected for the Hawker Typhoon, Tempest, and Fury fighters, ultimately developing 3,500 shp with water-methanol augmentation. In January 1945, Napier began design of the ultimate in piston-engine efficiency, a 5,000-shp H-24 diesel of 4,571-cubic-inch displacement. Six engines were built and 1,370 test hours were run before the program was canceled in 1955. After some early disappointments with turbine-engine development, Napier began production of the Eland singlespool turboprop for a rating of 2,750 shp. The initial applications were for reengining of piston-engine aircraft, and the Eland was selected for the Convair 340 (renamed 540), having been demonstrated in the Avro Tudor, Airspeed Ambassador, and Vickers Varsity transports. Later, the Eland was selected for the Fairey Rotodyne and Westland Westminster helicopters. Another helicopter engine was the Gazelle, used in the Bristol Belvedere. Napier was absorbed into RollsRoyce in the early 1960s. Pratt and Whitney In mid-1925, Wright’s reluctance to invest in research and development caused its president, F. W. Rentschler, to resign and form Pratt and Whitney Aircraft (named after its benefactor, the Pratt and Whitney Machine Tool Company of

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In 1935, Frank B. Halford designed the E107 Sabre H-24 double-crankshaft supercharged liquid-cooled sleeve-valve monoblock engine of 2,238 cubic-inch displacement. It was selected for the Hawker Typhoon, Tempest, and Fury (shown here), ultimately developing 3500-shp with water-methanol augmentation. (Walter J. Boyne)

Hartford, Conn.). Pratt and Whitney’s first product was the nine-cylinder R-1340 Wasp, the largest and most powerful U.S. radial engine in 1926 at 425 shp and 650 pounds/ weight. Pratt and Whitney immediately followed this with the nine-cylinder R-1690 and R-1860 Hornets; the Navy and then the Army quickly replaced liquid-cooled engines and/or installed these air-cooled engines in as many of their aircraft as practicable. By 1932, the services were primarily using air-cooled engines. Pratt and Whitney embarked on twin-row radial development in late 1929, leading to the R-1535 and R-1830 twinrow 14-cylinder radial engines. The R-1535 Twin Wasp Jr. began at 600 shp and was produced into World War II at powers up to 825 shp; 2,880 were built. It powered the Grumman biplane fighters, the Hughes Racer, the Vought Vindicator, and others. The R-1830 Twin Wasp had the greatest production run (173,618) of any aircraft engine. It started at 750 shp and quickly grew to 1,000 shp with singlestage supercharging in 1936 for the Seversky P-35 and Curtiss P-36. The basic R-1830 powered most of the C-47s produced. The R-1830, with a single-stage supercharger and a

turbocharger, powered 19,000 B-24 bombers and the B-17 prototype. It ran with two-speed, two-stage supercharging before 1940, being qualified before the Allison V-1710 and Rolls-Royce Merlin two-stage programs had started; production versions with intercooling powered the first production Grumman F4F-3 Wildcat at 1,200 shp. Pratt and Whitney followed the R-1830 with the R-2180 Twin Hornet (a bored and stroked R-1830) at 1,150 shp for the DC-4E and the R-2000 Twin Wasp D (an overbored R-1830) at 1,200 shp for the C-54 (DC-4). These were early examples of engines tailored for a specific airframe; 10,448 R-2000s were built. The R-2800 Double Wasp 18-cylinder twin-row radial ran in August 1937 and was qualified in 1940 at 1,850 shp at 2,150 pounds/weight. In six months it was rated at 2,000 shp and reached 2,500 shp by the end of World War II. R-2800s were built until 1960 and were in airline service through the 1960s. The R-2800 was an evolutionary design, using improved cylinder design, materials, and baffling to get significant improvement in cylinder cooling technology and was the first air-cooled engine to deliver more than 100 shp per

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cylinder. The R-2800 used a two-stage supercharger in most fighter applications, and one model used two first-stage superchargers mounted on each side of the engine. More than 114,000 R-2800s were built during World War II. The R-4360 Wasp Major 28-cylinder four-row radial was the only successful large air-cooled engine to be started by the United States in the 1940s. The Pratt and Whitney R-4360 Wasp Major was the largest piston engine to be mass-produced (larger engines were built elsewhere but did not have significant production). Its four rows of seven cylinders were of conventional design, and the engine drew much from the R-2800. Its development was difficult in spite of the conservative approach, and it was not qualified until August 1943. The R-4360 was selected for the many large aircraft, including the Boeing B-50 and Consolidated B-36. In July 1946, Pratt and Whitney started negotiations with Rolls-Royce and obtained licenses in May 1947 for the Nene and the Tay. The Nene became the J42 at 5,000 pounds/ thrust, with 1,139 built for the Grumman F9F Panther. The Tay became the J48 at 6250 pounds/thrust (with 4,108 built for the F9F-6 Cougar, North American F-86D, and Lockheed F-94C over 11 years). Pratt and Whitney spent significant effort making them suitable for production and used its own design for the accessory section and controls in the J48. Later, Pratt and Whitney developed an afterburner for the J48, raising its thrust to 8,750 pounds. Pratt and Whitney’s next great success was the two-spool J57 that powered fighters, bombers, and transports. The last of 21,186 J57s was built in 1965. It was scaled up to the J75, which was also used in advanced fighters and airliners.After

building several very large engines, including the J58 for the Lockheed A-12, Pratt and Whitney began the JT3D/TF33 program in 1958. Although only 8,600 JT3Ds were produced (most of them conversions), this engine revolutionized the airline industry and greatly extended the life of the B-52 and, later, the C-135. The TF33 was developed to 21,000 pounds/thrust and was in limited production into the 1990s. Pratt and Whitney started the JT8D engine program in April 1960, which was followed by the JT9D in August 1965 for the Boeing 747. This was followed by the Pratt and Whitney F100 afterburning two-spool turbofan that was selected for the General Dynamics F-16 fighter in 1972. More than 6,000 F100s had been built by the early 1990s. These engines were followed by the Pratt and Whitney F117 (PW2037) transport engine for the Boeing 757 and the McDonnell-Douglas C-17, the Pratt and Whitney F119 (PW5000) afterburning two-spool turbofan engine, with a thrust-vectoring exhaust nozzle, for the Lockheed Martin F-22 and Northrop Grumman F-23, and the development of technology for an engine for the next-generation F-24 fighter in the early 1990s Rolls-Royce Rolls-Royce was ordered by the British War Office to start building aero engines—the V-8 designs of the Royal Aircraft Factory and Renault—in August 1914. Believing that a better engine could be built, and with encouragement from the British Admiralty, Rolls-Royce started design of its first aero engine, the Eagle, with a goal of 200 shp. It was a separatecylinder liquid-cooled V-12 of 1,283-cubic-inch displace-

The Pratt and Whitney F119 engine powers the Lockheed Martin F-22 Raptor and, with augmented power, puts out 39,000 pounds of thrust. (U.S. Air Force)

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ment, had epicyclic reduction gear, and was not supercharged. The Eagle first ran in late February 1915, flew in December, and was delivered in production by June 1916 at ratings of 225–255 shp at 820 pounds/weight. Its first applications were the FE-2d patrol plane and the O/100 bomber. The Eagle was later selected for the O/400 and V/1500 bombers, the D.H. 4 patrol plane, Felixstowe large flying boats, and numerous other aircraft. After World War I, the Eagle was further developed and was applied to bombers, flying boats, and transports, including the Vickers Vimy. Its highest rating was 375 shp at 847 pounds/weight; 4,675 Eagles were built, some staying in service until 1930. The Falcon engine was a scaled-down Eagle, having all of its features and displacement of 867 cubic inches. It was intended for fighters and initially rated at 190 shp. The Falcon was initially installed in the Bristol F.2B two-seat fighter, its principal application (more than 3,500 built with Falcons), which remained in service until 1932. Falcons were also installed in Avro, Blackburn, de Havilland, Fairey, Martinsyde, Parnall, Royal Aircraft Factory,Vickers, and Westland fighter, seaplane, and transport aircraft. The Condor engine was a scaled-up Eagle, at 600 shp the world’s most powerful engine. The Condor was the first Rolls-Royce engine with four valves per cylinder, and it went into service in 1920. It powered many aircraft and the R-100 airship. Postwar Condors were redesigned. This effort reduced weight, which declined in steps to 1,200 pounds/ weight; 327 Condors were built, the last rated at 750 shp. Two experimental diesel versions were built, as was a turbocharged version, neither leading to production. The supremacy of the Curtiss D-12 engine shook the British engine establishment, with Fairey obtaining a license to produce it in Britain. The Ministry of Supply refused to support Fairey’s endeavor, buying a token amount for the Fairey Fox bomber, which was faster than the fighters of the time. Rolls-Royce was persuaded to develop a D-12 lookalike, named the Kestrel; the last Kestrel (of 4,750 total) was produced in 1938; it had been used in 80 different aircraft. Rolls-Royce began design of the R engine for Schneider Trophy racing planes in November 1928. For the 1931 Schneider race, the R was thoroughly redesigned to uprate it to 2,350 shp, taking the trophy in September. To provide still greater power for fighter and bomber aircraft, the Kestrel was scaled up to become the famous Merlin. Design started without government sponsorship in October 1932 as the PV-12. The first production engine, delivered in August 1937 for the Hawker Hurricane, was rated at 890 shp for takeoff, 990 shp at 12,250 feet altitude, and 1,030 shp emergency/combat at 16,250 feet. A switch from 87 octane to 100 octane fuel in March 1940 allowed the Merlins to be uprated by approximately 30 per-

cent. In a 15-minute 1944 demonstration, a Merlin gave 2,640 shp. Including U.S. production by Packard, approximately 150,000 Merlins were built through 1949. The Griffon was a growth version of the Merlin and first ran in November 1939, entering service at 1720 shp. Further development of the Griffon resulted in takeoff rating at 2,500-shp with water injection; some 8,100 Griffons were produced through 1955. Rolls-Royce entered the jet age supporting the Whittle W.2 program and accepted a subcontract for six W.2B engines as WR-1s in the Spring of 1942, running two in November 1942. Then, Rolls-Royce took over the Rover program for the Whittle W.2B engine in January 1943 and improved it as the Welland for the Meteor fighter. When Rolls-Royce learned that GE was developing the J33 and J35 engines for 4,000 pounds/thrust, it started the Nene program in May 1944. The Nene powered the Supermarine Attacker and Hawker Sea Hawk fighters, several U.K. and foreign prototype and research aircraft, and was licensed to the United States (Pratt and Whitney) as the J42. It served as the basis for the Soviet Union’s jet-engine program when export versions were copied as the RD-45. In April 1945, design began for a single-spool turboprop called the RB.53 Dart. It was selected for the Vickers Viscount airliner and many other aircraft; the last of 7,100 Darts was delivered in 1987. The Dart was followed by the Tyne, a more powerful twospool turboprop that powered large transport aircraft, including the Canadair CL-44. It was still being produced in 1994 after more than 900 engines had been delivered. The Rolls-Royce Avon first saw service in 1950, when it was produced for the English Electric Canberra. Uprated to 7,500 pounds/thrust, it was used in the Vickers Valiant bomber, Hawker Hunter fighter and de Havilland Comet II, among many others. The Avon was adaptable and ultimately developed more than 16,000 pounds/thrust with afterburner; 10,433 Avons were built for aircraft propulsion, plus many more for industrial and marine power. By now confident in its approach, Rolls-Royce developed the Conway bypass (turbofan) engines. After trial periods, it was certified in September 1958 at 17,500 pounds/thrust, the world’s first production turbofan. Production began for the large airliners; 907 Conways were produced. In the early 1950s, Rolls-Royce began working with vertical-takeoff rigs to understand their control problems— looking toward vertical takeoff and landing of manned aircraft—and designed a long series of lift engines, including the RB.108, RB.145, RB.162, RB.189, RB.198 and RB.202. This series of engines showed what was possible in achieving high thrust-to-weight ratios and benefited later programs.

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In June 1961, development continued on the Rolls-Royce Spey engine, which ultimately powered both fighter and patrol aircraft. The engine was licensed to the People’s Republic of China in the mid-1970s, where it was built as the WP-9. Approximately 5,500 Spey and derivative engines have been produced. The RB.172 Adour first ran in May 1967 and was selected for the British Aerospace Hawk trainer and light attack aircraft in 1975. It has been developed to 6,300 pounds/thrust. In September 1969, after several years of studies, RollsRoyce started development of the RB.199 three-spool afterburning turbofan (the engine chosen for the Panavia Tornado fighter-attack aircraft, in a joint venture with Moteren und Turbine Union, München Gmbh [MTU], and Fiat, called Turbo-Union). The RB.199 was uprated in steps to 16,900 pounds/thrust with afterburner. Approximately 1,900 RB.199s were produced. In September 1986, after several years of studies, RollsRoyce started development of the EJ.200 two-spool afterburning turbofan engine (for the Eurofighter Typhoon fighter) in a joint venture with MTU, Fiat, and Senera, called Eurojet Engines. The first engine run was in November 1988. and the 150-hour type-test was completed in October 1999, illustrating the long development period required for modern jet engines.
Douglas G. Culy
See also Liberty Engine References Eltscher, Louis R., and Edward M.Young. Curtiss-Wright/Greatness and Decline. New York: Twayne, 1998. Gunston, Bill. Fedden: The Life of Sir Roy Fedden. Derby, UK: RollsRoyce Heritage Trust, 1998. Heron, S. D. History of the Aircraft Piston Engine. Detroit: Ethyl Corp., 1961. Holder, Bill, and Scott Vadnais. The “C”Planes. Atglen, PA: Schiffer, 1996. Hooker, Stanley. Not Much of an Engineer. Shrewsbury, UK: Airlife, 1984. Lumsden, Alec. British Piston Aero-Engines and Their Aircraft. Shrewsbury, UK: Airlife, 1994. Schlaifer, Robert, and Samuel D. Heron. Development of Aircraft Engines and Fuels. Boston: Harvard University Press, 1950. St. Peter, James. The History of Aircraft Gas Turbine Engine Development in the United States: A Tradition of Excellence. Atlanta: ASME International Gas Turbine Institute, 1999. Smith, Herschel. Aircraft Piston Engines: From the Manly Baltzer to the Continental Tiara. New York: McGraw-Hill, 1981. Sonnenburg, Paul, and William A. Schoneberger. Allison: Power of Excellence. Malibu, CA: Coastline, 1990. Stevenson, James P. The Long Battle for the F-22. Aerospace America (November 1998). Stokes, Peter. From Gipsy to Gem—With Diversions, 1926–1986. Derby, UK: Rolls-Royce Heritage Trust, 1987.

Taylor, C. Fayette. Aircraft Propulsion. Smithsonian Annals of Flight No.4. Washington, DC: Smithsonian Institution, 1977. Vessey, Alan. Napier Powered. Stroud, UK: Chalford, 1997. Wagner, Ray. American Combat Planes. 3rd ed. Garden City, NY: Doubleday, 1982. White, Graham. Allied Aircraft Piston Engines of World War II. Warrendale, PA: Society of Automotive Engineers, 1995. Whitney, Daniel D., Vee’s For Victory: The Story of the Allison V-1710 Aircraft Engine, 1929–1948. Atglen, PA: Schiffer, 1998.

English Electric Aircraft
British aircraft manufacturer. The English Electric Company was founded in 1918 by three disparate companies that had produced aircraft for the Royal Flying Corps and the Royal Naval Air Service during World War I. Its first products were a series of flying boats and a single-seat ultralight, the Wren, in 1923. In 1926, the company suspended aircraft-building operations. However, the threat of war saw the resumption of manufacturing when subcontracts were placed for various types. Throughout World War II, the company built and repaired Hampden and Halifax bombers for the RAF.After the war, English Electric landed contracts to produce various versions of the de Havilland Vampire under license. The company finally moved into the design business with the Canberra bomber. Designed by W. E.W. Petter, the prototype first flew in May 1949. A total of 631 aircraft were built by the parent company, with others being assembled under contract, including some in Australia. Such was the success of the Canberra that it was chosen to be built for the USAF as the Martin B-57. English Electric next designed the Lightning supersonic fighter, which managed to evade the cuts imposed by the 1957 Defence White Paper that advocated replacing manned aircraft with missiles. Eventually, the Lightning went on to serve with the RAF in six different variants. Overseas, the Lightning served with the air forces of Saudi Arabia and Kuwait. The company’s final military project was the TSR.2 (Tactical Strike Reconnaissance). The aircraft proved successful, although political interference and cost overruns finally saw the project canceled. The English Electric name finally disappeared when the company was absorbed by the British Aircraft Corporation in 1964.
Kev Darling
References Ransom, Stephen, and Robert Fairclough. English Electric Aircraft and Their Predecessors. London: Putnam, 1981.

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English Electric Canberra

The English Electra Canberra proved to be one of the most efficient and longest-lived attack aircraft in history. (Kev Darling)

English Electric Canberra
The first jet bomber to be produced in Britain and the first to enter military service. In common with its RAF predecessor, the de Havilland Mosquito, the Canberra flew its missions unarmed at high altitude and at high speed. Originally intended for radar bombing, the Canberra eventually emerged as a three-seat visual bomber. The prototype, VN799, made its maiden flight in April 1953. Service deliveries began to No. 101 Squadron in May 1951. Such was the demand for the aircraft that subcontracts were placed with Avro, Handley Page, and Short. Eventually, 25 squadrons received the Canberra. There were many developments of the aircraft, including the T.4 trainer and various upgrades of the bomber versions for use in the Far East and Middle East. An intruder version complete with gunpack was later deployed to Germany. The Canberra also conducted photoreconnaissance. First developments were based on the bomber, although the final variant featured modified wings and fuselage complete with fighter-type canopy. This final variant was known as the PR.9 and is still in RAF service. Possibly the greatest coup for any British aircraft was the Canberra’s sale to the United States. Built under license by

Martin Aircraft, the B-57 Canberra went on to see war service in Vietnam in numerous guises and also served with Pakistan’s air force. Sales overseas for English Electric were also extensive, with countries such as Australia, India, and Sweden, as well as numerous Latin American nations, purchasing quantities. Most are now retired.
Kev Darling
References Delve, Ken, Peter Green, and John Clemons. English Electric Canberra. Leicester, UK: Midland Counties, 1992. Beamont, Roland and Arthur Reed. English Electric Canberra. London: Ian Allan, 1984.

English Electric Lightning
British fighter. In common with a great many aviation projects during the 1950s, the English Electric Lightning was dogged throughout its development and service career by political interference. However, so correct was the design that it eventually won through.

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The Lightning concept owes its birth to German aviationindustries research into swept-wing technology during World War II. Another factor that influenced the design was the lack of a fighter in RAF service that could counter the bombers of the potential enemy, the Soviet Union. Development of the Lightning began in 1947 when a team led by W.E.W. Petter began research into a supersonic research aircraft. The fruits of their labor first flew as the P.1A in August 1954. Judged successful, the design was further developed into the service version via the P.1B interim experimental fighter. The RAF received its first service aircraft in July 1960 when No. 74 Squadron was equipped. As the type was developed through the various marks, more squadrons replaced their outdated equipment with the Lightning. Not only were the units of Fighter Command (later Strike Command) equipped; aircraft were also deployed to squadrons in Germany, the Middle East, and the Far East. Developments to the design included changes to the wing planform that improved stability and allowed an increased fuel load. Improvements to the radar, weapons, and guidance systems extended the Lightning’s capabilities. As the aircraft was originally designed for point-defense work, range was extremely short. To counteract this, an underwing refueling probe was installed, as were overwing wing fuel tanks on the last mark, the F.6. Sales overseas were eventually limited to Saudi Arabia and Kuwait, attempts to sell to such countries as Nicaragua and Venezuela failing for various reasons. Saudi Arabia eventually replaced its Lightnings with the Tornado F.3; Kuwait reequipped with the easier to operate French Mirage F.1. The RAF rundown of its Lightning fleet was gradual as squadrons reequipped with the Phantom and later the Tornado. By the early 1980s, only two units flew the type until they too changed to the Tornado F.3.
Kev Darling
References Darling, Kev. English Electric Lightning. London: Specialty Press, 2000. Philpott, Bryan. EE/BAC Lightning. London: Patrick Stephens, 1984.

Enlisted Pilots in U.S. Military Services
Enlisted and noncommissioned pilots were prominent in many of the world’s major air forces. However, the vast majority of pilots in the United States military have been commissioned officers. Nonetheless, enlisted pilots played a significant role in the U.S. military in the years through World War II.

Sergeant William Ivy was probably the first enlisted pilot. In June 1898, during the Spanish-American War, he took an observer aloft in a balloon to report on the Spanish fleet in the harbor of Santiago, Cuba. In 1907, the Army created an aeronautical division to work with “all matters pertaining to military ballooning, air machines, and kindred subjects.” At least two enlisted men were part of this earliest incarnation of today’s U.S.Air Force. In 1912, Captain Frank P. Lahm, commander of a newly opened U.S. Army air school in the Philippines, had trouble finding enough officers to train; Corporal Vernon L. Burge, who had been assigned to the aeronautical division earlier, volunteered and became certified as the first enlisted pilot. That same year, it is believed that Harold H. Karr became the first U.S. Navy enlisted pilot, though he did not receive an official naval aviation pilot (NAP) rating until 1920. Some undeterminable, though small, number of Army, Navy, and U.S. Marine Corps pilots served in combat during World War I; many received commissions during their tour of duty. During the interwar years, two enlisted pilots, Alva Harvey and Henry Ogden, participated in the Army’s 1924 round-the-world flight. Harvey, flying with expedition commander Frederick Martin, crashed in Alaska and did not complete the trip; Ogden’s plane went down in the North Atlantic, but he completed the circumnavigation. The 1926 National Defense Act required that 20 percent of pilots assigned to tactical squadrons in the Army Air Corps be enlisted; 30 percent of Navy pilots were supposed to be enlisted, though this figure was reduced to 20 percent in 1932. In neither service did the actual number of enlisted pilots come close to those percentages. As the nation’s leaders prepared for World War II, Congress passed Public Law 99 in June 1941 specifically authorizing the creation of a wartime enlisted pilot training program. A few months later, the first class of Army enlisted pilots, who gained popularity as “flying sergeants,” reported to primary flying school. The enlisted students of Class 42-C finished their training and graduated on 7 March 1942, one half from Kelly Field, near San Antonio, and the other from Ellington Field, near Houston. They all went on to fly P-38s during World War II. Subsequent classes were assigned to various types of aircraft in both combat and support units. The Army’s sergeant pilot program ended in July 1942 with the passage of Public Law 658. This legislation created the title of “flight officer” in an attempt to lessen the divide between officer and enlisted pilots. Qualification standards for both the enlisted pilot and aviation cadet programs were made equal, and enlisted flying training graduates gained the rank of flight officer or second lieutenant at graduation, depending on class standing. Between 1912 and 1942, nearly 3,000 enlisted pilots, ranging from private through master

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Aviation; United States Navy, and Aviation; World War I Aviation; World War II Aviation References Airmen Memorial Museum, comp. Heroes: A History of the Enlisted Airmen. Washington, DC: Airmen Memorial Museum, 1997. Arbon, Lee. They Also Flew: The Enlisted Pilot Legacy, 1912–1942. Washington, DC: Smithsonian Institution Press, 1992. Martin, Robert J. Enlisted Naval Aviation Pilots: USN, USMC, USCG 1916–1981. Paducah, KY: Turner, 1995.

sergeant, earned their wings and flew for the Army. Of these, 155 were killed in action during World War II. Seventeen became aces, and 11 went on to attain the rank of general officer. At the time of the creation of the USAF in 1947, two pilots reverted to their enlisted ranks and became the only flying sergeants in the new service. Over the years, as many as 5,000 enlisted men may have served as pilots with the Navy, Marines, and Coast Guard. Legislation ended the enlisted naval pilot program in 1947. Master Chief Robert K. Jones, the last enlisted NAP and the last serving enlisted pilot in the U.S. military, retired in 1981 after 38 years of service. Among the Navy’s World War II heroes, Machinist Donald E. Runyon was credited with eight kills during World War II, including four on one day, before he became a commissioned officer. Runyon finished the war with 11 victories. Marine Corps Medal of Honor winner Ken Walsh started his career as an enlisted pilot and went on to become one of the leading American aces of World War II with 21 kills. Many notable pilots started out in the enlisted ranks. William Ocker, an enlisted pilot during World War I, helped pioneer instrument flying.Walter Beech, cofounder of Beech Aircraft Corporation and a member of the National Aviation Hall of Fame, served as a sergeant pilot in World War I. Another Aviation Hall of Fame pilot, Bob Hoover, served as an enlisted pilot during World War II and is considered one of the great test pilots of any era. Sergeant pilot Ralph Bottriell earned the Distinguished Flying Cross for his work with parachutes.
Bruce A. Ashcroft
See also Aces, leading; U.S. Army Aviation (Operations); U.S. Marine Corps

Enola Gay
The U.S. heavy bomber that dropped the first atomic weapon over Japan.A Boeing B-29–46-MO, serial number 44–76292, Enola Gay was one of a block of Martin-Omaha B-29s that were especially built without fuselage turrets to lighten the airframe and permit higher airspeeds. Curtiss electric propellers were installed in lieu of the usual Hamilton Standard hydromatics. The forward bomb bay was modified by the addition of an H-frame support and a British-designed Cmount used to carry massive 22,000-pound conventional Tallboy bombs. These airplanes were all assigned to the 393d Bomb Squadron, 509th Bombardment Group (Very Heavy). The unit trained at Wendover Field, Utah, where it practiced dropping massive dummy bombs (known as “pumpkins”) in preparation for dropping the large and heavy atomic bombs. The Enola Gay was the personal aircraft of the group commander, Colonel Paul W. Tibbets, and was named for his mother. The 509th Bombardment Group deployed to North Field, Guam, where it was attached to the 313th Bombardment

The most famous Boeing B-29 in the world is the Enola Gay. The combination of the B-29 and the atomic bomb was the ultimate expression of air power. (U.S. Air Force)

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Wing. Crews flew in formation with other bomb groups in the Mariana Islands for familiarization. On 6 August 1945, Colonel Tibbets and his crew flew the Enola Gay to the Japanese home islands and dropped the world’s first atomic weapon—code-named “Little Boy”—on the city of Hiroshima. The Enola Gay is now in the collection of the National Air and Space Museum of the Smithsonian Institution.
Alwyn T. Lloyd
References Lloyd, Alwyn T. A Cold War Legacy: A Tribute to Strategic Air Command, 1946–1992. Missoula, MT: Pictorial Histories, 2000.

April 1936. Gas sorties (132) and bombs dropped (272 tons) represented only 2.6 percent and 18.8 percent of the total, but their effect was often critical: On 19 January 1936, only gas prevented an Ethiopian breakthrough at Uarieu. It is important to note that the decision to use gas was made at the highest political level and not by individual air commanders. Italy overestimated its African victory, which relied on a superiority unlikely to be repeated; thus the campaign offered more training than stimulus for technological evolution. The war ended officially in May 1936, but extensive insurgency committed the Regia Aeronautica to a long and costly “colonial police” campaign.
Gregory Alegi
References Gentilli, Roberto. Guerra aerea sull’Etiopia, 1935–1939. Florence, Italy: EDAI, 1992. Mockler, Anthony. Haile Selassie’s War. New York: Random House, 1984.

Ethiopian War
Italian attack on Ethiopia on 3 October 1935; the last European drive to gain African colonies. Italy had prepared thoroughly, its Regia Aeronautica (the air force) receiving massive funding for new aircraft and a huge logistic organization. To preserve home forces, each squadron sent to Ethiopia left behind a so-called bis unit with older aircraft. Thus, the 27th Stormo fought in East Africa with Caproni Ca.111s while in Italy a 27th Bis flew Ca.74 and Ca.102s. By May 1936, Italy sent to East Africa 389 aircraft and 309 spare engines; Ethiopia fielded five Potez 25 general-purpose biplanes, four Fokker F.VII transports, and a handful of other types. The surface campaign was launched from the neighboring Italian colonies of Eritrea (northern front) and Somalia (southern). The Ethiopian capital, Addis Ababa, fell on 5 May 1936; four days later, Mussolini proclaimed the Empire. The Regia Aeronautica was a decisive factor in the victory. The lack of aerial opposition allowed Italian reconnaissance to track enemy moves. Bombers hit troop concentrations, and airdrops allowed the army to advance through inhospitable terrains. Wherever a lack of refrigerators made it impossible to store meat, live animals were dropped. This close air-ground cooperation relied largely on visual signals—white sheets deployed in conventional patterns, thus obviating the lack of direct radio links. Ethiopian antiaircraft fire was very effective, hitting about two-thirds of all Italian aircraft. This explains the relatively high aircrew casualties (110 dead, more than 150 wounded), although many resulted from accidents—very dangerous in the harsh environment. On 27 October 1935, Mussolini authorized the use of gas “as an extreme measure to overcome enemy resistance and in case of counterattacks.” The orders were repeated on 16 and 28 December 1935 and on 5 January, 29 March, and 27

Eurofighter Typhoon
Joint project between the United Kingdom, Germany, Italy, and Spain, with each country being responsible for areas of development and construction. It is intended that the Typhoon will replace various aircraft in the air forces of the participating countries. The types destined to be retired include various versions of the Tornado and Jaguar. The quest for the Typhoon, regarded as a fourth-generation fighter, began in 1977 when tentative discussions were held between the defense ministers of Britain, France, and Germany. Although these talks did not result in a cooperative venture, they did lay the foundations for the Tornado partners—Britain, Germany, and Italy—to start looking at the so-called Agile Combat Aircraft in 1982 to replace the Tornado. These early discussions resulted in permission to build two test aircraft for the Experimental Aircraft Program (EAP). Before metal was cut or carbon fiber autoclaved, the project had run into trouble. The German government, caught between two sets of political loyalties to two sets of partners, eventually voted to do nothing. This left British Aerospace to develop the EAP alone. Incorporating all the latest technology advances, including an unstable fly-by-wire system, the single aircraft flew in August 1986. A series of 259 sorties proved the concept of the aircraft before it was grounded in 1991. The usual intergovernmental wrangling was finally completed in 1985 before the aircraft had flown. The service aircraft was to be known as the “European Fighter Aircraft”and

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Due to enter service in 2003, the Eurofighter Typhoon is the result of an uncommon partnership between Spain, the United Kingdom, Germany, and Italy. (Kev Darling)

was planned to consist of 760 units. Work division by percentage was: United Kingdom (33), Germany (33), Italy (21), and Spain (13). Total orders for each nation are: United Kingdom (250), Germany (250), Italy (160), and Spain (100). Even with program agreement, there were to be political problems, mainly in Germany, as the project underwent evaluation, rejection, and reinstatement almost on a monthly

basis. Fortunately, this most advanced of aircraft has not succumbed to the political furor that has occasionally surrounded it. There has also been some export interest with both Greece and Norway, both of whom have made firm commitments. Also looking closely at the Typhoon are Australia and Saudi Arabia. The Eurofighter Typhoon is due to enter service by 2003.
Kev Darling

F
Fairchild A-10 Thunderbolt II
Attack plane; entered USAF operational service in March 1976. It has two General Electric turbofan engines, each capable of 9,064 pounds/thrust. It is 53 feet, 3 inches long, 14 feet, 8 inches high, and has a 57-foot, 6-inch wingspan with a gross weight of 51,000 pounds. Its combat speed is about 440 mph, with a range of 650–800 miles. Its maximum ordnance load is 16,000 pounds. Employing depleted uranium armor-piercing shells, the seven-barrel 30mm GAU-8A rotary cannons mounted in the nose are capable of firing 2,100–4,200 rounds per minute. During the Gulf War, the 144 deployed A-10s flew 8,624 sorties in extreme climate conditions and still maintained a 95.7 percent mission-capable rate. It has self-sealing fuel tanks, redundant wing spars, widely separated tail-mounted engines, and a manual backup flight control system. These features, as well as 1-inch-thick titanium armor covering vital flight control elements, allowed many A-10s to survive direct hits from Iraqi missiles. Also nicknamed the “Warthog,” the A-10 proved its lethality during Operation DESERT STORM, consistently chewing up Iraqi armor. In one operation, two A-10s destroyed 23 armored vehicles (mostly tanks) in one day. All total, A-10s destroyed 967 tanks, 1,026 pieces of artillery, 1,306 trucks, 281 military structures, 53 Scud missiles, 10 aircraft on the ground, and two in the air. Besides the GAU-8A cannons, the A-10 can carry a wide variety of “dumb” ordnance on eight underwing and three underfuselage pylon stations. It can also carry laser-guided/ electrooptically guided bombs, infrared countermeasure flares, electronic countermeasure chaff, jammer pods, 2.75inch rockets, and illumination flares. Today, there are two variants of the Thunderbolt II, the
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A-10 and the OA-10. The latter is an airborne forward air control platform.
William Head
References Boyne, Walter J. Beyond the Wild Blue: A History of the United States Air Force, 1947–1997. New York: St. Martin’s, 1997. Smallwood, William L. Warthog: Flying the A-10 in the Gulf War. Washington, DC: Brassey’s, 1993.

Fairchild Aircraft
U.S. aircraft manufacturer. Growing out of Sherman Fairchild’s interest in aerial photography, the Fairchild manufacturing firm experienced many name and ownership changes in its history (1925–1988). Known primarily for its trainers and transport aircraft, it operated a Canadian subsidiary in 1922–1948. The company’s first big success was the PT-19/23/26 series of basic trainers, first flown in 1939 and of which more than 7,000 were built (Cornells in Commonwealth service). The C-61 Forwarder single-engine utility aircraft saw some 1,665 built from 1941 to 1944, of which about half went to the RAF. From 1944 to 1948, some 220 C-82 Packet twinengine cargo aircraft were manufactured. It was followed by the improved C-119 Flying Boxcar, of which 1,087 were manufactured from 1948 to 1953. The smaller C-123 Provider originated as a Kaiser-Frazer design in 1954, but the contract was turned over to Fairchild, which made more than 300 in 1954–1955. Fairchild had a successful regional airliner project when it purchased a license from Fokker to manufacture the F-27. From 1956 to 1971, the F-27 Friendship and the stretch ver-

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Form followed function in the Fairchild A-10 Thunderbolt II, but if the aesthetic result was not the highest, the practical results were. The “Warthog,” as it is affectionately known, gained a new lease on life in the Persian Gulf War and will be part of the U.S. Air Force for many years to come. (U.S. Air Force)

sion, the FH-227 (of which 79 were made) totaled 205 aircraft by the time production ceased in Hagerstown, Maryland, in 1971. Fairchild took over Hiller Helicopter in 1964 and Republic Aviation in 1965 (becoming Fairchild Republic). With the latter purchase came the A-10 Thunderbolt II ground support aircraft, of which more than 700 were manufactured in the 1970s. But after the loss of several further contracts, the firm closed in 1988.
Christopher H. Sterling
References Gunston, Bill. The Plane Makers. London: New English Library, 1980, pp. 32–35. Jacks, Maston M., ed. Yesterday, Today, Tomorrow: Fifty Years of Fairchild Aviation. Frederick, MD: Fairchild Hiller Corp., 1976.

Fairchild C-82 Packet and C-119 Flying Boxcar
U.S.-manufactured cargo haulers. Through to the end of World War II, Allied airlifters were constrained by aircraft that were not designed for swift onloading and offloading of cargo. Fairchild Aircraft of Hagerstown, Maryland, designed and developed America’s first endloading aircraft. Known as the C-82 Packet, the aircraft had tricycle landing gear, thereby offering a level cargo floor. In addition, a pair of clamshell doors were installed at the aft end of the fuselage.

With the doors wide open, a special truck with a bed equal to the height of the cargo floor offered unrestricted loading and unloading. For troop carrier operations, the C-82 had troop doors within the sides of the clamshell doors that permitted two sticks of paratroops to jump simultaneously from the aircraft. For heavy cargo drops, the clamshell doors could be removed prior to flight and the cargo could be extracted in flight. Frangible pallets and rigging equipment developed by the U.S. Army Quartermaster Corps permitted heavy cargo, small vehicles, and howitzers to be dropped without sustaining any damage. Despite some shortcomings, C-82s served well with U.S. forces in post–World War II Europe and permitted the USAF and Army to perfect their airdrop capabilities during exercises within the United States. The C-82s also flew numerous humanitarian missions during natural disasters such as floods and blizzards. The C-119 Flying Boxcar was developed from the C-82. Both were twin-engine, twin-boom aircraft with a fuselage pod suspended beneath the wing center section. The C-119 was slightly larger but could carry 22,000 pounds more than its predecessor. Problems persisted due to marginal engineout performance and stability. The stability problems were rectified by the addition of dorsal, and later ventral, fairings on the tailbooms. Engine and later propeller problems continued to plague the aircraft throughout its service life. When the Korean War erupted in June 1950, only Curtiss C-46s and Douglas C-47s were available as transports in the theater. By August 1950, C-119s began arriving in Japan and were able to fly their first aerial supply missions. Through-

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out the war, the C-119s bore the brunt of the tactical airlift assignments, performing airlift, airdrop, and paratroop drop missions. One of the most significant missions of the war was flown on 7 December 1950, when eight C-119s each dropped a section of treadway bridge to the “Chosen Frozen,” a force of the 1st Marine Division and the remnants of the Army’s 31st Infantry Regiment, which had been pinned down and cut off for 13 days. This was the first time a bridge was ever dropped from an aircraft. Of all the aircraft in the USAF inventory, only the C-119 had the capability to perform this mission. After the Korean War, C-119s became the backbone of the Air Force Reserve troop carrier for